Qualification, Service, and Use of Crewmembers and Aircraft Dispatchers, 29336-29526 [2011-10554]
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 65, 119, 121, 135, 142
[Docket No. FAA–2008–0677; Notice No. 08–
07A]
RIN 2120–AJ00
Qualification, Service, and Use of
Crewmembers and Aircraft
Dispatchers
Federal Aviation
Administration (FAA), DOT.
ACTION: Supplemental notice of
proposed rulemaking (SNPRM).
AGENCY:
On January 12, 2009, the FAA
published a notice of proposed
rulemaking on qualification, service,
and use of crewmembers and aircraft
dispatchers. Because of the complexity
of the issues and the concerns raised by
commenters, the FAA is issuing this
supplemental notice of proposed
rulemaking. The FAA proposes to
amend the regulations for crewmember
and aircraft dispatcher training
programs in domestic, flag, and
supplemental operations. The proposed
regulations enhance traditional training
programs by requiring the use of flight
simulation training devices for
flightcrew members and including
additional training and evaluation
requirements for all crewmembers and
aircraft dispatchers in areas that are
critical to safety. The proposal also
reorganizes and revises the
qualification, training, and evaluation
requirements. The proposed changes are
intended to contribute significantly to
reducing aviation accidents.
DATES: Send your comments on or
before July 19, 2011.
ADDRESSES: You may send comments
identified by Docket Number FAA–
2008–0677 using any of the following
methods:
• Federal eRulemaking Portal: Go to
https://www.regulations.gov and follow
the online instructions for sending your
comments electronically.
• Mail: Send comments to Docket
Operations, M–30; U.S. Department of
Transportation, 1200 New Jersey
Avenue, SE., Room W12–140, West
Building Ground Floor, Washington, DC
20590–0001.
• Hand Delivery or Courier: Take
comments to Docket Operations in
Room W12–140 of the West Building
Ground Floor at 1200 New Jersey
Avenue, SE., Washington, DC, between
9 a.m. and 5 p.m., Monday through
Friday, except Federal holidays.
• Fax: Fax comments to Docket
Operations at 202–493–2251.
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SUMMARY:
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For more information on the
rulemaking process, see the
SUPPLEMENTARY INFORMATION section of
this document.
Privacy: We will post all comments
we receive, without change, to https://
www.regulations.gov, including any
personal information you provide.
Using the search function of the docket
Web site, anyone can find and read the
electronic form of all comments
received into any of our dockets,
including the name of the individual
sending the comment (or signing the
comment for an association, business,
labor union, etc.). You may review
DOT’s complete Privacy Act Statement
in the Federal Register published on
April 11, 2000 (65 FR 19477–78) or you
may visit https://DocketsInfo.dot.gov.
Docket: To read background
documents or comments received, go to
https://www.regulations.gov at any time
and follow the online instructions for
accessing the docket or Docket
Operations in Room W12–140 of the
West Building Ground Floor at 1200
New Jersey Avenue, SE., Washington,
DC, between 9 a.m. and 5 p.m., Monday
through Friday, except Federal holidays.
FOR FURTHER INFORMATION CONTACT: For
flightcrew member information contact
James K. Sheppard, e-mail:
james.k.sheppard@faa.gov; for flight
attendant information contact Nancy
Lauck Claussen, e-mail:
Nancy.l.Claussen@faa.gov; and for
aircraft dispatcher information contact
Leo D. Hollis, e-mail:
Leo.d.Hollis@faa.gov; Air
Transportation Division (AFS–200),
Flight Standards Service, Federal
Aviation Administration, 800
Independence Avenue, SW.,
Washington, DC 20591; telephone (202)
267–8166. For legal questions, contact
Anne Bechdolt, Office of Chief Counsel
(AGC–200), Federal Aviation
Administration, 800 Independence
Avenue, SW., Washington, DC 20591; email: Anne.Bechdolt@faa.gov; telephone
202–267–3073.
SUPPLEMENTARY INFORMATION: Later in
this preamble under the Additional
Information section, we discuss how
you can comment on this proposal and
how we will handle your comments.
Included in this discussion is related
information about the docket, privacy,
and the handling of proprietary or
confidential business information. We
also discuss how you can get a copy of
this proposal and related rulemaking
documents.
Authority for This Rulemaking
The FAA’s authority to issue rules on
aviation safety is found in Title 49 of the
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United States Code. This rulemaking is
promulgated under the authority
described in 49 U.S.C. 44701(a)(5),
which requires the Administrator to
promulgate regulations and minimum
standards for other practices, methods,
and procedures necessary for safety in
air commerce and national security. In
addition, the Airline Safety and Federal
Aviation Administration Extension Act
of 2010 (Pub. L. 111–216) specifically
directed the FAA to issue a final rule
with respect to the Notice of Proposed
Rulemaking published in the Federal
Register on January 12, 2009 (74 FR
1280).
Table of Contents
I. Executive Summary
II. Background
A. Summary of Notice of Proposed
Rulemaking (NPRM)
B. Summary of Comments
C. Need for Supplemental Notice of
Proposed Rulemaking (SNPRM)
D. General Overview of SNPRM
E. Basis for the Rulemaking
F. Impact of SNPRM on AQP Operators
G. Transition From Current Training
Program Requirements (§§ 121.1202 and
121.1402)
III. Discussion of Significant Issues in
SNPRM
A. Flightcrew Member Job Performance
Training (Appendices Q and R)
1. Job Performance Task Requirements and
Definitions
2. Pilot Monitoring Requirements
(§ 121.1213)
3. Frequency of Training and Evaluation
for Recurrent Tasks
4. Proposed Baseline and Minimum
Programmed Hours (§ 121.1335)
5. Flight Simulation Training Device
(FSTD) Requirements (Including Level of
FSTD) (§ 121.1345, Table 3B of the Pilot
and Flight Engineer QPS)
B. Reduction in Programmed Hours and
Modification of Training Program Based
on Operation of Related Aircraft
C. Require Certificated Aircraft Dispatchers
for Supplemental Operations
D. Establish Deviation Authority To Allow
Contract Aircraft Dispatcher Services
(§ 121.1411)
E. Clarify Training Requirements for Other
Operations Personnel (§ 121.1475)
F. Requalification Requirements for
Crewmembers and Aircraft Dispatchers
1. Flightcrew Member Requalification
(§ 121.1239)
2. Flight Attendant Requalification
(§ 121.1309)
3. Aircraft Dispatcher Requalification
(§ 121.1419)
IV. General Issues for Crewmembers and
Aircraft Dispatchers
A. Training Program: Approval and
Amendment Process (§§ 121.1337 and
121.1437)
B. Crewmember and Aircraft Dispatcher
Manuals and Manual Procedures
(§§ 121.133, 121.134, 121.135, and
121.540)
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C. Distance Learning
D. Training Program: General—
Crewmember Records (§§ 121.1331 and
121.1431)
E. Training Program: Curriculum by
Aircraft Type and Curriculum By
Aircraft Type and Operation
(§§ 121.1333 and 121.1433)
F. Training Program: Administering
Training and Evaluation (§§ 121.1341
and 121.1439)
G. Continuous Analysis Process (CAP)
(§§ 121.1355 and 121.1441)
H. Fraud, Falsification, or Incorrect
Statements (§ 121.9)
I. English Language Requirement
(§§ 121.1209 and 121.1407)
J. Crewmember and Dispatcher Record
(§§ 121.683 and 121.684)
K. Management and Technical Personnel
Required for Operations Conducted
Under Part 121 of This Chapter
(§ 119.65)
L. Applicability (§§ 121.1201 and
121.1401)
M. Training Program: Contract Training
Requirements (§ 121.1339)
N. Curriculum Category Requirements:
Check Pilot, Check Flight Engineer, or
Check Flight Attendant Initial,
Transition, and Recurrent Academic
Training (§ 121.1381)
O. Training Program: Academic Evaluation
(§ 121.1343)
P. Training Program: Training Equipment
Other Than Flight Simulation Training
Devices (§ 121.1351)
Q. Curriculum Category Requirements:
Crewmember New Hire (§ 121.1363)
R. Initial Cadre for Crewmembers and
Aircraft Dispatchers (§§ 121.1257,
121.1323, and 121.1425)
1. Check Airman Initial Cadre (§ 121.1257)
2. Check Flight Attendant Initial Cadre
(§ 121.1323)
3. Check Dispatcher Initial Cadre
(§ 121.1425)
V. Other Issues by Specialty
A. Flightcrew Member
B. Flight Attendant
C. Aircraft Dispatcher
VI. Impact Statements
I. Executive Summary
On January 12, 2009, the FAA
published an NPRM addressing
qualification, service, and use of
crewmembers and aircraft dispatchers
as part of the Administrator’s Call to
Action and FAA’s continuing efforts to
reduce fatal accidents in which human
error was a major contributing cause.
The proposed changes focused on
reducing human error and improving
performance among flightcrew
members, flight attendants, and aircraft
dispatchers.
The NPRM proposed regulations to
enhance traditional training programs
by requiring the use of Flight
Simulation Training Devices (FSTD) for
flightcrew members and including
additional training and evaluation
requirements for all crewmembers and
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aircraft dispatchers in areas that are
critical to safety. These areas included:
• Ensuring that flightcrew members
are trained and evaluated in a complete
flight crew environment;
• Requiring special hazard training
for flightcrew members that addresses
loss of control and controlled flight into
terrain (CFIT); and
• Requiring additional training and
practice in the use of crew resource
management (CRM) skills.
Further, flight attendants would be
required to complete ‘‘hands-on’’
performance drills using emergency
equipment and procedures every 12
months, training and experience
requirements for check dispatchers and
dispatcher instructors would be
standardized and all certificate holders
would be required to develop a
continuous analysis process (CAP) to
identify and correct deficiencies in their
training programs.
The FAA received approximately 150
comments in response to the NPRM
(with approximately 3,000 pages of
detailed comments). Many commenters
asserted that the FAA understated the
impact of the NPRM on air carriers
conducting training under an approved
Advanced Qualification Program (AQP)
and underestimated the number of
FSTD periods required to meet
flightcrew member training and
evaluation requirements.
In response to these comments, the
FAA developed a report to validate FAA
cost estimates in the NPRM and SNPRM
regarding: (1) The number of simulator
sessions, hours, and tasks required to
accomplish proposed flightcrew
member training and evaluation
requirements for both AQP and nonAQP air carriers; and (2) the minimal
impact of the proposed rule on carriers
training under an AQP in accordance
with the provisions in part 121, subpart
Y.1
Building on the foundation set in the
NPRM and review of the comments
submitted, the FAA is issuing this
SNPRM to address several key issues
that were not addressed in the NPRM
and to clarify several other issues raised
in the comments. These issues include:
• Allowing modification of training
program requirements for flightcrew
members based on an air carrier’s
operation of aircraft with similar flight
handling characteristics;
• Requiring certificated aircraft
dispatchers for certificate holders
conducting supplemental operations;
• Establishing deviation authority to
allow contract aircraft dispatchers; and
1 ‘‘Flightcrew Member Training and Qualification
Review and Analysis Technical Report,’’ April 5,
2010 (FAA Technical Report).
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• Establishing training requirements
for other operations personnel (e.g.,
ground operations and management
personnel).
In addition, the Airline Safety and
Federal Aviation Administration
Extension Act of 2010 (Act) was enacted
on August 1, 2010. See Public Law 111–
216, §§ 208, 209. Under the Act,
Congress has directed the FAA to
conduct rulemaking to ensure that all
flightcrew members receive ground
(academic) training and flight (job
performance) training in the recognition
and avoidance of stalls, and recovery
from stall, and recognition and
avoidance of upset of an aircraft, as well
as the proper techniques to recover from
upset. The Act also requires the
development of remedial training
programs for flightcrew members who
have demonstrated performance
deficiencies or experienced failures in
the training environment.
This SNPRM integrates these new
requirements with the original NPRM
and lays out a process by which
significant safety benefits can be
achieved. This SNPRM does this
through a focus on the requirements of
the Act, an effort to address or partially
address 28 NTSB recommendations, and
adjustments to the original NPRM based
upon public comment.
The result is a vision for enhanced
certificate holder training that builds on
the strengths in the current regulations
and guidance and defines a path for
making that training more effective. The
key features of the SNPRM include:
• Enhancing training programs by
requiring the use of flight simulation
training devices (FSTD) for flight
crewmembers;
• Addressing National Transportation
Safety Board (NTSB) recommendations
regarding crewmember training;
• Realigning the recurrent training
and evaluation interval to 9 months for
both pilots in command (PICs) and
second in command (SICs) that results
in an equivalent level of training for
both. SICs would now receive twice the
amount of FSTD time over a 36 month
training cycle as they receive today;
• Focusing on the value of training
and evaluation in a complete flightcrew
environment through this realignment,
which would increase the likelihood
that PICs and SICs who need recurrent
training would train together;
• Providing a clear definition of the
tasks required to train and evaluate
pilots in part 121 operations during the
36-month recurrent training cycle while
maintaining flexibility for the certificate
holder;
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• Clarifying the minimal impact on
certificate holders training under an
Advanced Qualification Program (AQP).
The FAA estimated cost of this
proposed rule over the 10-year analysis
interval is $391.9 million, $199.1
million at a seven percent present value,
and $290.3 million at a three percent
present value. The estimated potential
quantified safety benefits over the 10year analysis interval is $445.1 million,
$222.9 million at a seven percent
present value, and $327.5 million at a
three percent present value.
The following table shows the benefit
and cost results.
In addition, the following tables show
a comparison of crewmember and
aircraft dispatcher training hours.
COMPARISON OF CURRENT AND PROPOSED RECURRENT JOB PERFORMANCE TRAINING HOURS FOR PICS AND SICS OVER
A 36-MONTH TRAINING CYCLE
Current rule
PIC
(hours)
SIC
(hours)
4
″
4
″
4
″
12
SIC
(hours)
6
6
6
6
6
6
6
6
24
24
EP20MY11.001
4
4
4
4
4
4
24
PIC
(hours)
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6 months .........................................................................................
12 months .......................................................................................
18 months .......................................................................................
24 months .......................................................................................
30 months .......................................................................................
36 months .......................................................................................
SNPRM
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II. Background
A. Summary of Notice of Proposed
Rulemaking (NPRM)
On January 12, 2009, the FAA
published an NPRM (74 FR 1280),
proposing to amend the regulations for
crewmember and aircraft dispatcher
training programs in domestic, flag, and
supplemental operations. The primary
purpose of the NPRM was to establish
new requirements for traditional air
carrier training programs to ensure that
safety-critical training and evaluation is
provided. The secondary purpose of the
NPRM was to reorganize, simplify and
recodify all rule language relating to
crewmember and aircraft dispatcher
qualification and training requirements
in subparts N, O, and P of part 121, into
subparts BB and CC of part 121. The
proposed changes sought to make a
significant contribution to the FAA’s
accident reduction goal by improving
performance and reducing human error
among flightcrew members, flight
attendants, and aircraft dispatchers.
These changes included:
• Training and evaluating flightcrew
members in a complete flight crew
environment;
• Requiring Line Oriented Flight
Training (LOFT) to be administered to
flightcrew members in a full flight
simulator (FFS) during recurrent
training;
• Requiring the use of qualified FSTD
for training and evaluating flightcrew
members;
• Requiring special hazard training
for flightcrew members, such as loss of
control and CFIT; and
• Requiring additional training and
practice in the use of CRM skills;
• Requiring flight attendants to
complete ‘‘hands on’’ performance drills
every 12 months using emergency
equipment and procedures;
• Requiring trained and qualified
flight attendant ground instructors and
evaluators;
• Standardizing the training and
experience requirements for check
dispatchers and dispatcher instructors;
• Implementing supervised operating
experience (SOE) requirements for
aircraft dispatchers;
• Establishing requalification training
and evaluation for crewmembers and
aircraft dispatchers;
• Requiring a CAP for certificate
holders.
In addition to these requirements, the
FAA also proposed to reformat existing
subparts N, O, and P, into subparts BB
and CC. Subpart BB addresses the
qualification standards and training and
evaluation requirements for flightcrew
members and flight attendants currently
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in subparts N, O, and P, as well as
appendices E, F, and H. Subpart CC
addresses the qualification standards
and training and evaluation
requirements for aircraft dispatchers
and other operations personnel
currently in subparts N and P. The FAA
also proposed to establish four
Qualification Performance Standards
(QPS) Appendices: Pilots, appendix Q;
Flight Engineers, appendix R; Flight
Attendants, appendix S; and Aircraft
Dispatchers, appendix T. These
appendices contained the minimum
training and evaluation standards as
well as procedures for crewmembers
and aircraft dispatchers to become
qualified and maintain qualification. In
each QPS appendix, the material was
separated into two sections: ‘‘QPS
Requirements,’’ which were regulatory
and in addition to the requirements in
part 121, and ‘‘QPS Information,’’ which
contained advisory material and
explained methods of compliance with
the regulatory requirements of subparts
BB and CC, as well as the QPS
requirements sections.
As proposed in the NPRM, each
training program curriculum would
consist of categories of training (referred
to as curriculum categories in the
SNPRM) related to the individual’s level
of qualification experience. These
categories of training addressed first
time qualification for a certificate
holder, first time qualification in type,
configuration differences within type or
series, maintaining and regaining
qualification, and changes in operation.
These categories of training included
new hire, initial, transition, conversion
(full and core), upgrade (full and core),
emergency, differences, recurrent,
requalification, and special. For these
curriculum categories, the NPRM
established minimum programmed
hours and specific task requirements for
both academic and job performance
training and evaluation. Academic
training and evaluation, commonly
referred to as ground training, provides
students with the required knowledge
and cognitive skills necessary to
perform the tasks required for the
crewmember duty position or training
or evaluation duty position. This
training may be completed in either a
classroom setting or through distance
learning.2 Job performance training and
evaluation provides students with the
practical, hands-on experience of
integrating knowledge and skills and
2 The FAA has defined distance learning in FAA
guidance as ‘‘learning that is accomplished by any
training method not including an instructor and a
gathering of trainees collocated in a traditional
classroom’’.
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learning the related motor skills
necessary to perform the job. The FAA
also proposed revising manual
requirements and requiring separate
approvals of the flightcrew member,
flight attendant, and aircraft dispatcher
operating manuals.
The comment period for the NPRM
was originally scheduled to close on
May 12, 2009. In response to requests,
the FAA issued a notice (74 FR 17910,
April 20, 2009) extending the comment
period until August 10, 2009.
B. Summary of Comments
The FAA received approximately 150
comments in response to the NPRM
(with approximately 3,000 pages of
detailed comments). The issues raised
by commenters are discussed in more
detail later in this document under the
heading ‘‘Discussion of Significant
Issues.’’ Commenters included industry
organizations, unions, individual
airlines, aircraft manufacturers, the
NTSB, and individual members of the
public. Many commenters, including
Air Transport Association of America
(ATA), Regional Airline Association
(RAA), and individual airlines, raised
the following general concerns with the
NPRM:
• The FAA understated the impact of
the NPRM on air carriers conducting
training under an approved AQP.
• The FAA underestimated the
number of FSTD periods required to
meet flightcrew member training and
evaluation requirements.
• The FAA did not adequately
consider the impact of requiring a full
crew for flightcrew member training and
evaluation.
Several unions representing pilots
and flight attendants, and a professional
organization representing dispatchers,
generally supported most of the NPRM,
although all submitted specific
recommendations for change or
clarification.
In addition, the NTSB generally
supported the NPRM. In its comments,
the NTSB listed 13 open safety
recommendations related to
crewmember training and included an
explanation of whether the NPRM
addressed each of them.3
3 NTSB recommendations A–95–124, A–96–120,
A–07–44, A–08–16, and A–08–17 also include
operations conducted under part 135 or operations
conducted under part 91, subpart K. Although the
NPRM and SNPRM address NTSB
recommendations for part 121 operators, the NPRM
and SNPRM would not address these
recommendations for part 135 operations or part 91,
subpart K operations.
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C. Need for Supplemental Notice of
Proposed Rulemaking (SNPRM)
Upon review of the comments, the
FAA identified the following major
issues that were not adequately
addressed in the NPRM: the impact of
the proposed rule on air carriers
conducting training under an approved
AQP; modification of training program
requirements for flightcrew members
based on an air carrier’s operation of
aircraft with similar flight handling
characteristics; certificated aircraft
dispatchers for certificate holders
conducting supplemental operations;
deviation authority to allow contract
aircraft dispatchers; and training
requirements for other operations
personnel. Furthermore, the FAA
determined that additional data and
clarification was necessary regarding the
development of the minimum
programmed hours for curriculum
categories and flightcrew member job
performance task requirements for the
initial and recurrent curriculum
categories’, the proposed frequency for
conducting training; the level of FSTD
required to meet the proposed training
program requirements’, and the interim
requirements for air carriers
transitioning from the requirements of
subparts N, O, and P to the requirements
of subparts BB and CC.
In addition, the Airline Safety and
Federal Aviation Administration
Extension Act of 2010 was enacted on
August 1, 2010. See Public Law 111–
216, §§ 208, 209. Under this Act,
Congress has mandated that the FAA
issue a final rule with respect to this
proposal within 14 months after the
date of the enactment of the Act.
Congress also has required the FAA to
conduct rulemaking to ensure that all
flightcrew members receive ground
training and flight training in the
recognition and avoidance of stalls, and
recovery from stall, and recognition and
avoidance of upset of an aircraft, as well
as the proper techniques to recover from
upset. The Act also prescribes the
development of remedial training
programs for flightcrew members who
have demonstrated performance
deficiencies or experienced failures in
the training environment. The FAA has
included these requirements in the
SNPRM. The FAA is providing the
public an opportunity to comment on
these additional requirements, as well
as other changes from the NPRM.
Because of the substantive changes
and reorganization of the NPRM, the
FAA is publishing the rulemaking
proposal in its entirety in this SNPRM.
These changes are discussed below. To
facilitate review, the FAA has provided
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a distribution and derivation table in the
docket, listing the current rule
requirements, the sections as proposed
in the NPRM, and where those
requirements appear in the SNPRM.
D. General Overview of SNPRM
This section provides a summary of
the SNPRM and offers further
explanation for the need for the
proposed safety improvements. It also
clarifies the impact of the proposal on
air carriers conducting training under an
approved AQP, as well as the interim
requirements for operators transitioning
from the training program requirements
of existing subparts N, O and P to
subparts BB and CC.
The FAA has retained the structure of
the rule as proposed in the NPRM, with
minor changes. Each air carrier that
currently trains under the requirements
of subparts N, O, and P rather than
through an approved AQP would be
required to have an approved training
program that meets the standards set
forth in subparts BB and CC. As
discussed later in this document, based
on the FAA’s analysis of six existing
AQP carriers, on average, an AQP
carrier may expect to add 5–6 flightcrew
member training or evaluation tasks to
its curriculum, assuming the carrier has
not obtained approval of alternative
means of compliance for the proposed
tasks in subpart BB that are not
currently addressed. The requirements
for qualification, service and use of
pilots, flight engineers, and flight
attendants (including the training
program requirements for each
population) are set forth in subpart BB
and appendices Q, R, and S. The
requirements for the qualification,
service, and use of aircraft dispatchers
(including the training program
requirements) and the training
requirements for other operations
personnel, are set forth in subpart CC
and appendix T. The training program
must include the task requirements that
pertain to each certificate holder’s
particular operations for academic and
job performance training and evaluation
for the following curriculum categories:
new hire, initial, transition, conversion,
upgrade, emergency, differences,
recurrent, requalification, and special.
The task requirements for each air
carrier would vary depending on the air
carrier’s particular operations. The
academic and job performance training
and evaluation tasks for these
curriculum categories are set forth in the
QPS appendix specific to each
population. In addition to the
curriculum categories, each training
program must also include the
personnel, facilities, equipment, and
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other resources used to meet the
training requirements, as further
outlined in subparts BB and CC.
In the SNPRM, the FAA made one
significant format change regarding the
QPS appendices. Several commenters
stated that including guidance
information with the regulatory
requirements made it difficult to
determine which provisions in the
appendices were required. To eliminate
this confusion, the FAA has removed all
of the non-regulatory informational
sections from the QPS appendices and
placed this guidance material in the
following draft advisory circulars (ACs):
Aircraft Dispatcher Training and
Evaluation, Flight Attendant Training
and Evaluation, and Flightcrew Member
Training and Evaluation. In addition,
the FAA also revised AC 120–53A,
Guidance for Conducting and Use of
Flight Standardization Board
Evaluations, to address the new process
set forth in the SNPRM for certificate
holders seeking modification of their
training programs based on operation of
aircraft with similar flight handling
characteristics, or as otherwise referred
to in the SNPRM, related aircraft. These
draft ACs are available for review in the
docket.
E. Basis for the Rulemaking
The safety need for this rulemaking is
based on a review of accidents involving
U.S. certificate holders required to train
under part 121, NTSB recommendations
regarding training requirements, and the
resulting need to codify existing
recommended practices contained in
FAA guidance material that represent
current industry practices. The FAA
received several comments regarding
the basis for the NPRM and this section
provides additional clarification.
As discussed in the NPRM, the
leading causes of fatal accidents for U.S.
air carriers over the last 20 years have
been loss of control and CFIT. Human
error was also a major factor in many of
the accidents during this time period.
This was most recently evidenced in the
Colgan Air crash that occurred on
February 12, 2009, when the pilot lost
control of the aircraft after failing to
follow appropriate procedures, resulting
in the death of 45 passengers, two flight
attendants, both pilots, and an
individual on the ground. This
rulemaking is necessary to address the
training inadequacies the FAA
identified in its accident analysis, as
well as the multiple NTSB
recommendations resulting from these
accidents.
In the NPRM, the FAA identified 169
accidents that occurred from 1985 to
2004 that could have been mitigated if
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the proposed enhanced training
requirements had been in effect at the
time of those accidents. Several
commenters raised questions regarding
whether this accident analysis included
air carriers training under an approved
AQP or accidents that had already been
accounted for by other rulemaking
actions. As a result of these comments,
the FAA conducted a new accident
analysis for the SNPRM. In this analysis,
the FAA identified 178 accidents that
occurred between 1988 and 2009 that
were the result of inadequate training,
incomplete operating manuals, and
inadequate training standards and
operating procedures. These accidents
resulted in 492 fatalities, 196 serious
injuries, and 615 minor injuries. This
accident analysis does not include
accidents by operators training under an
approved AQP, or any accident that
occurred while an air carrier was
operating under the requirements of part
135. A detailed description of this
analysis, and how it was conducted, is
provided in section III.B.2 of the
regulatory evaluation that is available
for review in the docket.
The NTSB investigation reports of
these accidents revealed, among other
issues, the following areas of training
inadequacies: Recovery from stall,
active pilot monitoring skills, effective
CRM, CFIT, operations in icing
conditions, contaminated runways,
upset recovery and recognition, and
special hazards training. The NTSB
often noted that these issues were
compounded further by incomplete
manuals and inadequate standards and
operating procedures. These accidents
resulted in the NTSB issuing several
recommendations for training program
requirements. The changes proposed in
the NPRM and SNPRM incorporate the
applicable sections relevant to training
from the following NTSB
recommendations:
• Crewmember Resource
Management (CRM) training
(Recommendations A–88–71 and A–94–
96);
• Flight attendant training
(Recommendations A–92–67, A–92–70,
A–92–71, A–92–74, and A–92–77);
• Traffic Collision and Avoidance
System Resolution Advisory (TCAS RA)
training (Recommendation A–93–46);
• Use of simulators to conduct LOFT
(Recommendations A–94–191 through
194);
• Training of flightcrews to respond
to sudden, unusual or unexpected
aircraft upsets (Recommendation A–96–
120);
• Training of crewmembers to
respond to in-flight fires
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(Recommendations A–01–83 through
A–01–85);
• Aircraft pressurization on the
ground while the ground air
conditioning source is supplying
conditioned (cooled or heated) air to the
cabin (Recommendation A–07–96);
• Monitoring of exit availability on
the ground after a significant event to
help expedite and emergency
evacuation (Recommendation A–09–26);
• Communication and coordination
between Flight Crewmembers and Flight
Attendants regarding emergency and
unusual situations (Recommendation
A–09–27);
• Pilot monitoring duties
(Recommendation A–10–10);
• Requirements for flightcrew
member academic training regarding
leadership (Recommendations A–10–13,
A–10–14, and A–10–15);
• Pilot recordkeeping requirements
regarding training performance
(Recommendations A–10–17 and A–10–
18);
• Develop and implement procedures
to establish airspeed reference
(Recommendation A–10–21); and
• Develop and conduct stall recovery
training and provide stick pusher
familiarization training for pilots of
stick-pusher equipped aircraft
(Recommendations A–10–22 and A–10–
23).
In the SNPRM, the FAA has included
several provisions to respond directly to
these NTSB recommendations. For
example, the FAA has required training
on certain new tasks for flightcrew
member and flight attendant job
performance and academic training. In
addition, the FAA has enhanced the
CRM training requirements, including
leadership and command training for
flightcrew members and requiring CRM
training in initial, upgrade, and
recurrent for flightcrew members.
In addition to addressing the
problems revealed in the FAA’s
accident analysis and NTSB
recommendations, this rulemaking is
also necessary to codify existing
guidance material now contained in
FAA Order 8900.1 (Sept. 13, 2007).4
This Order is available for review at
https://fsims.avs.faa.gov/fsims/fsims.nsf.
This order contains the primary
guidance for FAA inspectors conducting
oversight of air carriers. In drafting the
proposed requirements for the NPRM
and SNPRM, especially with regard to
the minimum programmed hour
requirements for curriculum categories,
the FAA reviewed the sections in the
4 This guidance material was previously
contained in FAA Orders 8400 and was
consolidated into FAA Order 8900.1.
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Order pertaining to training and
proposed to codify some of these
recommended practices for all air
carriers.
F. Impact of SNPRM on AQP Operators
This rulemaking principally affects air
carriers training in accordance with the
provisions of current subparts N, O, and
P. Rather than train under the standards
in subparts N, O, and P, an air carrier
may elect to train under an approved
AQP established in accordance with the
provisions in subpart Y of part 121.
AQP is an alternative method for
developing training and testing
materials for pilots, flight attendants,
and aircraft dispatchers based on
instructional systems design, advanced
simulation equipment, and
comprehensive data analysis to
continuously validate curriculums. The
NPRM and the SNPRM contain a
number of AQP-based requirements,
such as crew-oriented, scenario-based
training, and mandated use of FSTDs.
As noted in the NPRM, however, the
FAA believed that current AQP training
programs already met the safety
improvements that were proposed in the
NPRM, and thus air carriers training
under an approved AQP would not be
affected by the proposed rule. For this
reason, the FAA originally estimated
that the proposed revisions to subpart N
and O would have minimal to no impact
on air carriers currently operating under
an approved AQP curriculum.
Upon review of the NPRM, some
commenters suggested that the FAA
require AQP for everyone, while others
suggested that the proposed revisions to
the training requirements would require
significant revision to their approved
AQP.
Although the FAA considers AQP to
be an effective voluntary alternative for
compliance with minimum training and
qualification requirements, the FAA
does not believe that it is appropriate to
require all air carriers to train under
AQP. As stated in the AQP final rule,
the FAA recognized, and continues to
recognize, that AQP may not be
appropriate for every certificate holder.
The AQP is a voluntary program
established to allow a greater degree of
regulatory flexibility in the approval of
innovative training programs. Based on
a documented analysis of operational
requirements, a certificate holder under
AQP may propose to depart from the
traditional practices with respect to
what, how, when, and where training
and testing is conducted. Detailed AQP
documentation requirements, data
collection, and analysis provide the
FAA and the operator with the tools
necessary to adequately monitor and
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administer an AQP. See 70 FR 54810,
54811 (Sept. 16, 2005).
The FAA recognizes that some air
carriers may not wish to incur the costs
associated with an AQP. Such costs
include additional personnel and
management infrastructure to develop
and facilitate the required data
collection, analysis and application
required under AQP. Furthermore, some
air carriers may prefer the structured
requirements of a traditional program to
the analytically-driven AQP training
program. Other air carriers that use
contract training facilities may not find
AQP to be a suitable alternative to
traditional training requirements. The
FAA also acknowledges that to get the
most benefit from AQP data collection,
a stable work force and route structure
is necessary. Therefore, for those air
carriers that have a higher turnover in
their pilot ranks or conduct
supplemental operations where the
routes may vary, AQP may not be
appropriate. Accordingly, in the
SNPRM, the FAA is not proposing to
require all certificate holders to operate
under the AQP requirements in subpart
Y of part 121.
To determine the impact of the
proposed rule on operators training
under an approved AQP, the FAA
conducted an analysis of six air carriers
that are representative of those currently
operating under an approved AQP. See
FAA Technical Report, Sec.III, p. 12,
App. B. The purpose of the analysis was
to identify where the existing AQP pilot
flight training curriculums for the
representative fleets and operators (a)
complied with the NPRM requirement,
(b) had AQP-approved alternatives in
place, or (c) did not address the NPRM
requirement. For this analysis, the FAA
used the criteria presently employed for
AQP approvals. In addition to
examining AQP curriculum content
against the NPRM, the average AQP
planned hours for each of the target
curriculums were compared to the time
required to accomplish the current
requirements under part 121 appendices
E and F and the time required to
accomplish the proposed requirements
under the NPRM. The FAA then
examined the six carriers’ programs to
determine the time differences between
the current AQP curriculums and the
tasks proposed in the NPRM that were
not currently addressed in those
curriculums. Although the FAA
recognizes that AQP carriers may
propose alternative means of
compliance for those tasks, for the
purposes of this analysis, the FAA did
not make any assumptions regarding
any alternative proposals for those
NPRM tasks not currently addressed in
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existing AQPs. The average amount of
time required for accomplishing this
analysis for each air carrier was 30
hours per fleet. For the results of these
analyses, see Table 6 in the FAA
Technical Report. Tables for all six AQP
carriers are included in appendix B of
the FAA Technical Report and
summarized in Table 8. The tables in
appendix B and the excerpt in Table 7
show the tasks in the proposed rule that
presently have no approved AQP
alternative method of compliance.
Based on the FAA’s analysis of six
existing AQP carriers, on average, an
AQP carrier may expect to add 5–6 tasks
to its curriculum, assuming the carrier
has not obtained approval of alternative
means of compliance for the proposed
tasks in subpart BB that are not
currently addressed. Based on an
estimate that each task may take
anywhere from 2 to 10 minutes to
complete, a certificate holder
conducting training under an AQP may
be required to add anywhere from 10–
60 minutes of training to its current
program. Some of the tasks that may be
added by an individual certificate
holder training under AQP may not
require evaluation (e.g., during both
initial and recurrent curriculum
categories the task ‘‘slow flight’’ is
incorporated for training but is not
subject to evaluation,) and some of the
added tasks are incorporated within an
existing and over-arching task (e.g., ‘‘use
of airport diagrams’’ or ‘‘acquire
appropriate clearance before crossing or
entering active runways’’ are already
covered under the existing task of
‘‘taxi’’).
The FAA maintains its position in the
NPRM that any additional task(s) that
may be required of certificate holders
training under the AQP would have a
minimal, if any, impact on the length of
the certificate holder’s current approved
AQP.
In the SNPRM, the FAA has added
language in § 121.1202(e) to clarify the
impact of the proposal on certificate
holders with an approved AQP or those
certificate holders applying for approval
of an AQP. Certificate holders who have
an approved AQP curriculum under
subpart Y or have applied for approval
of a training program under subpart Y
before the effective date of the final rule
would be required to submit the
Qualification Standards Document
required for AQP under 14 CFR
121.909(b)(4). In the SNPRM, proposed
§ 121.1202(e) would require the
certificate holder to indicate in the
Qualification Standards Document the
specific provisions of subparts BB and
CC that would be replaced by the AQP
curriculum. The certificate holder
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would be required to provide a
justification and a continuing process
approved by the FAA to show how the
AQP curriculum would provide an
equivalent level of safety for the
requirements in subparts BB and CC.
The certificate holder would be required
to submit the Qualification Standards
Document no later than 5 years after the
effective date of the final rule.
G. Transition From Current Training
Program Requirements (§§ 121.1202 and
121.1402)
To help transition non-AQP air
carriers from the current regulations to
the revised requirements for
qualification, service, and use of
crewmembers and aircraft dispatchers,
the FAA proposed in the NPRM to
continue the current regulations under
subparts N, O, and P, for 5 years after
the effective date of the final rule. The
effective date of the final rule is 120
days after publication in the Federal
Register. Certificate holders who have
an approved training program before the
effective date of the final rule or have
submitted a training program for
approval before the effective date of the
final rule may comply with existing
regulations, subparts BB and CC, or
both. The proposed rule permits
simultaneous compliance to allow the
certificate holder to continue using its
approved programs while transitioning
to the new requirements. The FAA has
maintained these provisions in the
SNPRM.
On the date the current regulations
expire, all certificate holders who are
not conducting training under an
approved AQP, and all crewmembers
and aircraft dispatchers who are not
trained under an approved AQP, must
be in compliance with the requirements
of subparts BB and CC of part 121.
Therefore, it will be necessary for
certificate holders to begin training
under subparts BB and CC in sufficient
time to ensure that all crewmembers
and aircraft dispatchers are trained,
qualified, and meet the applicable look
back provisions of subparts BB and CC
before the expiration of the current
regulations. Proposed § 121.1202 and
§ 121.1402 would require certificate
holders to submit a transition plan that
specifies the transition completion date,
which must be before the expiration of
the current regulations.
For example, during the transition
period, the air carrier may decide to
train all newly-hired crewmembers in
accordance with the proposed rules,
while continuing to train existing
crewmembers under the current
requirements. Individual crewmembers
would be required to be fully in
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compliance with the requirements of the
existing regulations or with the
proposed regulations. Another example
would be when a certificate holder
submits a training program for a new
aircraft type after the effective date of
the rule. The training program
developed for this new aircraft type
must be in compliance with and
approved under proposed subparts BB
and CC. However, the certificate holder
would be allowed to continue
conducting training and evaluation on
aircraft in its existing fleet in
accordance with the regulations in
subparts N, O, and P within the 5-year
transition period. A carrier could not
‘‘cherry pick’’ between the two sets of
regulations for individual employees.
Setting the effective date for 120 days
after publication of the final rule and
allowing use of the existing regulations
for 5 years after this period provides
existing certificate holders and the FAA
time to smoothly transition to the new
requirements. By using this approach,
certificate holders seeking FAA
approval for a new training program
would not have to develop one training
program to comply with the old
regulations, and then develop another
training program to comply with the
new regulations.
The SNPRM, like the NPRM, proposes
that if a new training program is
submitted for approval after the rule’s
effective date, the training program must
meet the requirements of subparts BB
and CC, as applicable. The FAA does
not intend that non-significant
modifications that may be proposed to
a current training program under the
existing regulations would require the
certificate holder to initiate
development of a training program to
comply with subpart BB or CC any
earlier than they had planned in
accordance with their current business
plan.
The FAA has included a grandfather
provision in proposed subpart BB to
allow persons qualified for a
crewmember duty position under the
current rules to meet the requirements
of the proposed rule without having to
repeat certain categories of training they
have already completed under the
current rules. Proposed subpart CC
contains a similar grandfather provision
for aircraft dispatchers. For example,
currently-qualified crewmembers and
aircraft dispatchers would not have to
repeat basic qualification, new hire, or
initial curriculum categories, as
applicable.
During the transition, § 121.1202(d)
states ‘‘the lesser qualification
requirements apply for that duty
position for that operation.’’ If one
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crewmember hasn’t yet been
transitioned to subpart BB and one has,
when they are working together on an
aircraft, the ‘‘lesser’’ operational
requirement may be met. For example,
current § 121.455 requires the PIC to
have had additional training before the
crew lands at a ‘‘special airport’’ but the
SNPRM requires both pilots to have had
additional training before they land at a
‘‘special airport.’’ If the SIC was still
being trained under the current
requirements, the SIC would not have
the additional training required under
the SNPRM, but the airplane could land
because the ‘‘lesser’’ operational
requirement would be met.
The NPRM did not specify when
certificate holders must comply with
proposed requirements that are outside
subparts N, O, and P of part 121. A
commenter noted that the time frames
specified in §§ 121.400, 121.431, and
121.1202 apply only to subparts N and
O of part 121, which do not contain the
manual requirements. In the SNPRM,
the FAA has clarified the dates of
compliance for § 119.65, § 119.67,
§ 119.69, § 119.71, § 121.9, § 121.125,
§ 121.126, § 121.133, § 121.134,
§ 121.135, § 121.136, § 121.392,
§ 121.465, § 121.536, § 121.537,
§ 121.540, § 121.683, § 121.684,
§ 121.689, § 121.690, § 121.711, and
§ 121.805.
III. Discussion of Significant Issues in
SNPRM
This section provides clarification of
major areas of concern raised by
commenters, introduces new
requirements, and explains the
significant revisions of requirements
proposed in the NPRM.
During the comment period, the FAA
received several requests for
clarification of the job performance
training for flightcrew members, with
specific regard to the training and
evaluation task requirements and
definitions in the NPRM, pilot
monitoring skills, minimum
programmed hours, frequency of
training, availability of simulators as a
result of the increased frequency, and
the level of FSTD required to complete
training. On April 7, 2009, the FAA held
a public meeting to provide
clarification. During the public meeting,
participants from industry questioned
the basis for the proposal and requested
additional data to support the proposed
changes. In the comments received after
the public meeting, ATA and individual
airlines requested additional
information regarding the projected
costs of the proposed requirements and
how the tasks, based on the task
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29343
definitions, could be accomplished
within the proposed programmed hours.
After the close of the comment period,
the FAA determined it was necessary to
gather additional data regarding (1) the
number of simulator sessions, hours,
and tasks required to accomplish the
proposed flightcrew member training
and evaluation requirements for both
AQP and non-AQP air carriers; and (2)
the impact of the proposed rule on
carriers training under an AQP, as set
forth in part 121, subpart Y. While the
FAA primarily developed the FAA
Technical Report to validate the cost
and impact of the proposed training and
evaluation requirements in the NPRM,
throughout the process of developing
the FAA Technical Report, the FAA
determined that it was necessary to
revise and clarify the training and
evaluation requirements in the SNPRM.
The FAA also held a meeting on
December 8, 2009, with ATA and
several member airlines to clarify the
comments received during the comment
period. A summary of this meeting is
available for review in the docket. The
following provides clarification of the
job performance training and evaluation
for flightcrew members.
A. Flightcrew Member Job Performance
Training (Appendices Q and R)
1. Job Performance Task Requirements
and Definitions
The flightcrew member tasks that
must be performed during job
performance training and evaluation for
the various curriculum categories are set
forth in Table 3A of appendices Q and
R of the NPRM and SNPRM. In the
NPRM, the FAA also provided
corresponding definitions for the tasks
that provided additional instruction for
completion of these tasks. Several
commenters questioned the basis for the
tasks, the frequency for accomplishing
the tasks during recurrent training and
evaluation, and how, based on the
definitions, the tasks could be
accomplished within the proposed
minimum programmed hours for the
curriculum categories.
Upon review of the comments and
based on the discussion on December 8,
2009, the FAA, as part of the FAA
Technical Report, conducted a
comparison analysis of initial and
recurrent curriculum categories task
requirements for the current
requirements and those proposed in
Table 3A of appendix Q of the NPRM
and SNPRM. The FAA focused on these
two curriculum categories because (1)
the initial curriculum category contains
the largest number of tasks for any
curriculum category under both the
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current rule and the proposed revisions,
and (2) the recurrent curriculum
category under the NPRM and SNPRM
contains the largest cost because each
flightcrew member is required to
complete task requirements every 9
months.
In the NPRM, the FAA proposed to
require 8 hours of training and
evaluation for pilots in recurrent job
performance training. However, based
on the results of the FAA’s Technical
Report, the FAA believes that all of the
recurrent training and evaluation task
requirements can be completed in less
than the 8 hours set forth in the NPRM.
The Actual Simulator Trial conducted
as part of the FAA Technical Report
demonstrated that the required tasks for
a recurrent evaluation could be
completed in 3 hours and 29 minutes.
With all of the required ‘‘every nine
month’’ tasks 5 having been completed
during the recurrent evaluation, the
FAA believes the requirements for the
LOFT session could be accomplished in
under 3 hours. In addition, during those
recurrent training cycles that include an
FFS course of instruction instead of an
evaluation, depending on the number of
required ‘‘every nine month’’ tasks
accomplished during the FFS course of
instruction, the FAA believes the LOFT
also could be accomplished in 3 hours.
In the SNPRM, the FAA has revised
the minimum programmed hours for
recurrent training from 8 hours (as
proposed in the NPRM) to 6 hours. The
FAA has not made a similar change to
the programmed hours in the other
curriculum categories (initial, transition,
and upgrade) because flightcrew
members who are newly hired or not yet
qualified on the type of aircraft may
require more repetition of the assigned
tasks to become proficient.
As identified in the FAA Technical
Report, initial training under the current
provisions of subparts N and O require
training on 62 job performance tasks for
pilots in command (PICs) and 56 job
performance tasks for seconds in
command (SICs). The NPRM proposed a
total of 125 job performance tasks for
PIC and SIC initial training. In the
SNPRM, the FAA has revised the
abnormal and emergency procedures
tasks, which now results in a total of 94
required tasks for initial training. These
94 job performance tasks are based on
a recodification of existing requirements
in appendix E and H of part 121, NTSB
recommendations, and standard
industry practices. The FAA determined
the standard industry practices by
reviewing existing AQP training
programs and non-AQP training
5 See
table 3A in appendix Q and appendix R.
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programs. See FAA Technical Report,
Table 2, p. 7. A detailed review of these
training programs is provided in
Appendices A and B of the FAA
Technical Report.
The FAA recognizes that some of the
confusion regarding the proposed task
requirements was a result of the
proposed task definitions in attachment
4 of the Pilot and Flight Engineer QPS
appendices. For example, for the task
‘‘unannunciated abnormal procedures,’’
some commenters interpreted the
corresponding task definition as
requiring training on all unannunciated
abnormal procedures. For some aircraft,
this might require training on 58
different procedures. This is not what
the FAA intended. The proposed
definition was intended to allow a
certificate holder to select a
representative sample to ensure
adequate exposure to these
unannunciated abnormal procedures.
To clarify the intent, the FAA has
removed the flightcrew member task
definitions and deleted attachment 4 of
appendices Q and R. The flightcrew
member task definitions serve as more
of a guide to certificate holders in
tailoring the tasks in Table 3A to the
certificate holder’s unique operations
and are more appropriate as guidance
material in the draft Flightcrew Member
AC. As a result of deleting all of
attachment 4, however, some tasks in
Table 3A required further specification
and others required consolidation. As a
result of this consolidation and
reorganization, the FAA has adjusted
the number of overall tasks from the
current rule to the SNPRM in both
initial and recurrent training and
evaluation as follows: (1) From 62 tasks
for PICs and 56 tasks for SICs to 94 tasks
for each in initial training; (2) from 34
tasks for PICs and 32 tasks for SICs to
54 tasks for each in initial evaluation;
(3) from 36 tasks for PICs and 35 tasks
for SICs to approximately 52 tasks
(assuming equal distribution of those
tasks that are required every 36 months)
for each 9-month recurrent cycle that
does not contain a recurrent evaluation
and approximately 12 tasks (assuming
equal distribution) for each recurrent
cycle that contains a recurrent
evaluation; and (4) 34 tasks for PICs and
32 tasks for SICs to 54 tasks for each in
recurrent evaluation. See FAA
Technical Report, Sec. III, Comparison
of Current Rule, NPRM and SNPRM,
Table 2, p. 7 (Apr. 5, 2010). The FAA
clarified, modified, and added tasks for
all curriculum categories to ensure that
pilots develop the necessary skills to
properly and safely perform routine
functions. These include landing on
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contaminated runways, landing from a
non-precision approach, and performing
visual approaches and landings without
the aid of electronic or other glide path
information. In addition, the FAA
consolidated line environments,
addressed in section 13 of Table 3A of
the NPRM, into other sections of Table
3A of the SNPRM to specifically require
maneuvers in a particular environment.
These revisions were necessary to
eliminate confusion regarding the
required tasks in Table 3A. The
following provides a detailed
explanation for the development of
some of the significant proposed task
requirements, as well as the task
requirements prescribed by Public Law
111–216. In developing the tasks in
Table 3A, the FAA recognized that loss
of control is a major factor in aviation
accidents involving a fatality. The
FAA’s proposal to revise requirements
for recovery from approach to stall
training in the NPRM would have
addressed some of the causal factors in
accidents where loss of control was
identified. While the tasks currently
required under appendices E and F for
‘‘recoveries from approaches to stall’’
remain a viable part of the training
syllabus, the SNPRM now describes a
requirement to have pilots newly
qualifying on an airplane perform
recoveries from a complete stall. There
are three scenarios in which stalls
generally occur: clean configuration
(table 3A, task 5.2.1), takeoff and
maneuvering configuration (table 3A,
task 5.2.2), and landing configuration
(table 3A, task 5.2.3). Under the
proposed tasks, the flightcrew member
would be required to complete two
recoveries from stall for each scenario
for initial and transition training, and
one recovery from stall in each scenario
for conversion, upgrade, and all phases
of requalification training. For recurrent
training and all evaluations, the
flightcrew member would be required to
complete one recovery from stall from
one of the three scenarios. For
flightcrew members operating aircraft
equipped with stick-pusher, the
recoveries from stall must be completed
by going through stick-pusher release,
regardless of the scenario selected. In
addition to the job performance training
for recovery from stall, the FAA also has
proposed academic training. Under
Table 2A, section (d)(10), air carriers
will be required to provide training for
special hazards, which includes
recovery from a stall in the three
scenarios.
These proposed changes are
supported by the NTSB final report
(NTSB/AAR–10/01) on the Colgan Air
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accident of February 12, 2009, and
respond to the training requirements in
Public Law 111–216, § 208(a)(1)(A)
(Aug. 1, 2010).
The FAA also added tasks to ensure
flightcrew members understand the
performance and handling qualities of
the aircraft they are flying. This would
ensure that they are prepared to deal
with situations such as ‘‘jet upsets,’’
‘‘CFIT,’’ and ‘‘icing conditions.’’
Accordingly, in the SNPRM the FAA
added the following tasks to the
requirements in Table 3A of the Pilot
QPS: task 5.6 ‘‘Upset Recognition and
Recovery,’’ for initial and recurrent
training and evaluation; task 5.14 ‘‘CFIT/
Terrain Avoidance,’’ for initial and
recurrent training and evaluation; and
task 5.15 ‘‘Structural Icing when
Airborne,’’ for initial and recurrent
training only. The FAA also added task
5.1 ‘‘slow flight,’’ for initial training,
with recurrent training required every
36 months, to provide pilots with an
understanding of the performance of the
airplane and a ‘‘hands-on’’ exposure to
the way the airplane handles at
airspeeds that are just above the
approach to stall warning. In addition,
the FAA is also requiring academic
training for these subjects. See Table 2A,
(d)(1)–(11).
The task requirement, ‘‘taxi,’’ is a
current requirement in appendix E of
part 121 and, as such, is included in
training programs for flightcrew
members. Upon review of several
accidents, including accidents in
August 2006 (NTSB/AAR–07/05, NTSB
Recommendation A–07–44) and August
2005 (NTSB Event ID CHI05LA238), the
FAA determined that it was necessary to
expand this task to include 3 sub-tasks
for taxi, which would be treated as
separate tasks that must be completed.
In the SNPRM, to comply with the task
requirement ‘‘taxi,’’ a flightcrew member
would be required to complete the subtasks ‘‘Use of airport diagram (surface
movement chart),’’ ‘‘Appropriate
clearance before crossing or entering
active runways,’’ and ‘‘Observation of all
surface movement guidance control
markings and lighting.’’ See AC 120–
74A, Parts 91, 121, 125 and 135
Flightcrew Procedures During Taxi
Operations and Safety Alert for
Operators 06013 and 07003. Although
some certificate holders may already
address this task requirement at this
level of specificity, the FAA has
determined that this task must be
targeted by all certificate holders to
ensure that flightcrew members use
available cues and aids to identify the
airplane’s location on the airport surface
during taxi and verify that the airplane
is on the correct runway before takeoff.
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The FAA does not believe the training
time required for the accomplishment of
these sub-tasks for ‘‘taxi’’ would take any
longer than the time required to
complete the currently required ‘‘taxi’’
task. See FAA Technical Report, Table
2, p. 7, n. 9.
In the SNPRM, the FAA added
bounced landing recovery training to
the initial training tasks. The FAA is
also proposing in the SNPRM that
bounced landing recovery training be
conducted at least once every 36 months
in recurrent training. This task teaches
pilots identification of and procedures
for bounced landing recovery. The FAA
determined this requirement is
necessary based on FAA review of
accidents that occurred in September
2004 and July 1997. See NTSB Event ID
DCA04MA082 (Sept. 19, 2004); NTSB
Report AAR–00/02 (July 31, 1997). The
NTSB found the probable cause of the
September 2004 accident was due to the
pilot’s over-rotation during a go-around
maneuver that was initiated because of
a bounced landing. This task
requirement also would respond to
NTSB recommendations issued after the
July 1997 accident (NTSB Rec. A–00–93
and A–00–94), which requested that the
FAA develop a training tool and provide
a syllabus for simulator training on the
execution of stabilized approaches and
techniques for avoiding overcontrol and
premature derotation during bounced
landings.
In the SNPRM, the FAA also added
task requirements to Table 3A of the
flightcrew member QPS appendices for
approved low altitude windshear flight
training to encompass requirements
currently in § 121.409(d). Addressing
these tasks in initial and recurrent
evaluation would ensure that pilots
have developed the necessary skills to
recover from a windshear encounter.
The FAA determined these
requirements were necessary based on a
review of an accident that occurred in
April 1993, in which the flightcrew
failed to recognize, or recognized too
late, an inadvertent encounter with an
un-announced windshear on final
approach. See NTSB Event ID:
DEN93FA047.
Questions from commenters regarding
the pilot job performance tasks and
definitions also extend to flight
engineers. Table 3A in appendix R for
flight engineers also now incorporates
the same format and essentially the
same tasks as required for pilots.
Understanding that the flight engineer is
part of the full crew concept that the
original NPRM established, training
under this concept would require the
flight engineer to be exposed to
essentially the same tasks as the pilots.
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However, in this exposure, the flight
engineer would have differing
responsibilities and performance
requirements for each such task than the
pilots. Because of this difference, it may
appear initially that revised Table 3A in
the Flight Engineer QPS describes a
dramatic increase in the number of tasks
for flight engineer training, but the
overall tasks and frequencies for flight
engineers remain essentially unchanged
from the NPRM.
As a result of the FAA accident
analysis, further consideration of NTSB
recommendations, as well as industry
comments regarding the complex nature
of the number of requirements and
frequency for accomplishing the tasks,
the FAA has proposed to increase the
frequency of some tasks, reduce the
frequency of other tasks, and minimally
change the total number of tasks to be
addressed in Table 3A. To accomplish
this, the FAA has clarified how the
training tasks are to be accomplished
and has described how to supplement
the recurrent curriculum category
(specifically the proficiency check
requirements) by focusing on the
training requirements. This clarification
is set forth in the FAA Technical Report,
which provides one method of
developing a recurrent training and
evaluation program that would meet the
proposed requirements in the SNPRM.
See the FAA Technical Report, Sec. V,
p. 18–20, App. C.
The FAA continues to propose
additional simulator requirements to
provide for additional training through
the conduct of LOFT and FFS courses
of instruction for both pilots and flight
engineers. In the NPRM, the FAA
proposed that an FSTD course of
instruction could be conducted in an
FFS or Flight Training Device (FTD).
Upon further review, the FAA has
determined that the tasks proposed in
Table 3C of the Pilot QPS could not be
accomplished effectively in an FTD. The
FAA concluded that the tasks required
for an FSTD course of instruction could
only be conducted in an FFS. In the
SNPRM, the FAA is requiring that the
course of instruction be conducted only
in an FFS. Therefore, in the SNPRM the
FAA has replaced FSTD course of
instruction with FFS course of
instruction.
2. Pilot Monitoring Requirements
(§ 121.1213)
Another area of confusion
surrounding the flightcrew member job
performance task requirements
concerned the proposed requirement for
evaluating pilot monitoring skills.
Several individual airlines commented
that the pilot monitoring task would
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require all of the tasks in Table 3A of
the Pilot QPS to be performed twice,
once as the pilot flying, and once as the
pilot monitoring the operation. This is
not the case.
The current regulations do not
explicitly address pilot monitoring
skills. Historically, however, the FAA
has commonly referred to this
individual as the pilot not flying, and
the duties of this individual are
currently included in the manual
required by § 121.133. Individuals
serving as the pilot not flying currently
receive training in LOFT and other
training scenarios. In 2003, the FAA
revised guidance addressing procedures
for the pilot not flying, and the term
‘‘pilot not flying’’ was replaced with the
term ‘‘pilot monitoring.’’ See AC 120–
71A, Standard Operating Procedures for
Flight Deck Crewmembers, (February
27, 2003). The NPRM proposed to
codify the use of the term ‘‘pilot
monitoring’’ to reflect the activities
conducted by the pilot who is not
actually flying the aircraft or the FSTD.
The purpose of using the term ‘‘pilot
monitoring’’ is to convey that the pilot
monitoring is actively engaged in the
safe operation of the aircraft and as such
should be trained and evaluated in
performing active monitoring skills.
In the NPRM and SNPRM, the FAA
has not changed the current duties and
responsibilities of the pilot monitoring.
The FAA has for the first time proposed
requiring the evaluation of active pilot
monitoring skills. These proposed
changes are further supported by the
NTSB final report (NTSB/AAR–10/01)
on the Colgan Air accident of February
12, 2009. In the report, the NTSB
concluded that ‘‘the monitoring errors
made by the accident flight crew
demonstrate the continuing need for
specific pilot training on active
monitoring skills.’’ NTSB Rec. AAR–10/
01, at p. 94 (Feb. 2, 2010).
To meet this requirement, however,
the FAA did not intend that each
individual task be accomplished twice
by each flightcrew member. Because a
full crew would be required during
training and evaluation, during the
accomplishment of any task there would
always be a pilot flying and a pilot
monitoring, where both are being
observed by a check airman (pilot) or
flight instructor, which is consistent
with AC 120–71A. The NPRM and
SNPRM would only require that both
pilots be evaluated for the skill they are
performing during each task, whether it
is a flying skill or a monitoring skill.
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3. Frequency of Training and Evaluation
for Recurrent Tasks
4. Proposed Baseline and Minimum
Programmed Hours (§ 121.1335)
In addition to the questions regarding
the Tasks in Table 3A, several
commenters questioned the frequency
with which the Tasks would be required
to be accomplished during recurrent
training and evaluation. Recurrent
training and evaluation comprises a
large portion of an air carrier’s training
program. Under the NPRM and SNPRM,
flightcrew members would be required
to complete the assigned recurrent tasks
during two simulator sessions every 9
months over the course of a 36-month
cycle for the recurrent curriculum
category. In the NPRM, the FAA
designed Table 3A to require that
specific tasks be completed during
9-month, 18-month, and 36-month cycle
for recurrent training and evaluation.
An unintended consequence of this
design was that some tasks appeared to
be required during every recurrent
training and evaluation simulator
period. The FAA did not intend this
result for some of the tasks. To clarify
the FAA’s intent, in the SNPRM, the
FAA has revised the frequency for
accomplishing the tasks during training
and evaluation in Table 3A in appendix
Q. The FAA has changed the column
titles for recurrent training and
evaluation from ‘‘Every 9 months,’’
‘‘Every 18 months,’’ and ‘‘Every 36
months,’’ to ‘‘Every 9 months,’’ and ‘‘At
least once every 36 months.’’
Accordingly, if there is an ‘‘x’’ in the
‘‘every 9 months’’ column, that task must
be accomplished once during every 9month cycle. The FAA notes that
recurrent evaluation is required every
other 9-month cycle. Therefore, a cycle
may encompass either two training
events, or a training event and an
evaluation event. If a task is designated
to be completed ‘‘every
9 months,’’ that task may be completed
in either training session but is not
required to be completed in both.
However, if the cycle includes an
evaluation session and there is an ‘‘x’’ in
the proficiency check column for that
task, the task must be accomplished in
the evaluation session. The task can be
done again in the training session but is
not required to be done in the training
session for that 9-month cycle. If there
is an ‘‘x’’ in the ‘‘At least once every 36
months’’ column, that task must be
accomplished at least once over the 36month recurrent training and evaluation
period. This revision is necessary to
provide certificate holders with an
opportunity to use simulator time to
target critical training tasks unique to
their operations.
In the NPRM, the FAA proposed
minimum programmed hours for new
hire, initial, full conversion, core
conversion, transition, full upgrade,
core upgrade and recurrent curriculum
categories. As proposed, programmed
hours for requalification and differences
would be determined by the
Administrator, and for the special
curriculum category, the hours would
be developed by the certificate holder
and approved by the Administrator. The
programmed hours were based on a
review of guidance in FAA Order
8900.1, Vol. 3, Ch. 19, Sec. 6, para. 3–
1230 (Sept. 13, 2007), and the proposed
task requirements that would need to be
accomplished during the programmed
hours. The proposed task requirements
resulted in an increase in minimum and
baseline programmed hours from the
hours noted in the FAA guidance
material.
The FAA notes that in the NPRM and
SNPRM, when a certificate holder
initially submits a training program for
approval, § 121.1335 states it must have
the baseline programmed hours. After a
training program has final approval,
§ 121.1335 allows for a reduction to the
minimum hours as specified in the
QPSs.
Continental generally commented that
the curriculum category programmed
hours for job performance flight training
for flightcrew members in the NPRM do
not reflect the actual time it would take
to accomplish the job performance tasks
in Table 3A.
In the SNPRM, these baseline and
minimum programmed job performance
hours are set forth in Table 1A of the
appendix Q in the SNPRM and are as
follows: Initial, 36 hours; conversion, 20
hours; transition; 24 hours; upgrade, 20
hours; recurrent, 6 hours every 9
months; requalification, 6 hours for
phase I, 20 hours for phase II, and 24
hours for phase III; and the minimum
hours for differences training are
determined by the FAA. These
programmed hours are based on FAA
guidance in FAA Order 8900.1, Vol. 3,
Ch. 19, Sec. 6, para. 3–1230 (Sept. 13,
2007) and review of the proposed
required tasks in Table 3A.
As discussed earlier, the FAA
conducted a technical analysis of the
time required to accomplish the training
and evaluation tasks contained in the
current rule, the NPRM, and the SNPRM
for initial and recurrent curriculum
categories. In this analysis, the FAA
concluded that the programmed hours
proposed in the NPRM were
appropriate. (See FAA Technical
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Report, Sec. III., Tables 3, 6, pp. 9–11.)
Therefore, in the SNPRM the FAA has
retained the programmed hours
specified in Table 1A of appendix Q,
attachment 1, of the Pilot QPS. In regard
to initial training and evaluation, the
FAA has clarified that the initial job
performance training consisting of 36
hours must be conducted independently
of the initial evaluation. There is no
specified time requirement for the
initial evaluation because the time
necessary to complete the evaluation is
dependent on the tasks that must be
accomplished during the evaluation.
Because of the addition of the LOFT
requirement and the additional tasks in
Table 3A, the time necessary to
complete initial flight training increased
from 20 hours under the current rule to
36 hours in the SNPRM. Furthermore,
for requalification programmed hours
for flightcrew members, the NPRM did
not provide specific hours. In the
SNPRM, the FAA has proposed specific
programmed hours for the
requalification curriculum category. The
programmed hours proposed for phases
I, II, and III of requalification are based
on the programmed hours proposed for
recurrent, conversion, and transition
curriculum categories respectively.
These phases of requalification are
appropriate because they provide a
graduated increase in training based on
the amount of time the individual has
been unqualified and thus would ensure
that the crewmember is proficient and
qualified to serve. In addition, the FAA
removed the task requirements
described in attachment 4 of the QPS in
the NPRM to avoid confusion
concerning the definition, number, and
frequency of tasks required for initial
and recurrent curriculum categories.
The FAA believes, based on the analysis
in the FAA Technical Report, that the
tasks can be performed at the frequency
established in Table 3A of appendix Q
within the minimum programmed hours
set forth in Table 1A of appendix Q.
Midwest, American, FedEx, ATA, and
UPS commented that programmed
hours apply to specific training
categories (e.g., initial, transition) and
that programmed hours in each training
category can apply to more than one
duty position simultaneously, such as
when the PIC is completing pilot
monitoring tasks and the SIC is
completing pilot flying tasks. The
commenters questioned whether this
practice would be an acceptable means
of compliance with the task
requirements.
To clarify that some task requirements
can be accomplished simultaneously by
the PIC and SIC, in the SNPRM the FAA
has revised Table 3A in the Pilot QPS
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to identify those tasks that are
performed by the PIC and SIC as a crew.
These tasks are flight deck inspection,
navigation system setup, pushback and
powerback, taxi, pre take-off
procedures, deicing before takeoff, after
landing, contaminated runway
operations, traffic collision avoidance
system (TCAS), structural icing
airborne, and extended operations
(ETOPS) Procedures.
Based on the increased frequency and
the proposed increase in recurrent
training and evaluation, many
commenters raised concerns regarding
the number of simulator periods that
would be required to accomplish the job
performance tasks for recurrent training
and evaluation. The commenters
estimated that it would take 22
simulator periods over the course of the
36-month recurrent training and
evaluation timeframe to complete all of
the required tasks.
Although the commenters stated that
the task requirements for recurrent
training and evaluation in the NPRM
would require 22 simulator periods over
a 36-month recurrent cycle, during the
Actual Simulator Trial discussed in the
FAA Technical Report, the PIC and SIC
were able to complete 76 of the
potential 82 tasks that were proposed in
the NPRM for a recurrent evaluation
within 3 hours and 29 minutes. See
FAA Technical Report, Sec. V, pp 17–
20; App C. In addition to the 76 tasks,
the PIC completed six more tasks and
the SIC completed 5 more tasks within
the same simulator session. These
additional tasks included: an additional
approach to stall procedure; upset
recognition and recovery; windshear
encounter at takeoff; CFIT avoidance;
rejected landing; and additional
instrument arrival (PIC only). In the
SNPRM, the FAA has proposed to
require that these tasks, except for the
additional recovery from approach to
stall, be accomplished during a
recurrent evaluation. As the Actual
Simulator Trial demonstrated, all of
these tasks were completed in 3 hours
and 29 minutes (including a 12-minute
break), well within the 4-hour simulator
period that is normally allotted to
complete a proficiency check. See id.
The remaining required recurrent
training tasks could be completed
during the remaining 31 minutes of
simulator time and the additional LOFT
or FFS course of instruction simulator
session. Using conservative estimates
regarding the usage of available
simulators, the FAA believes there is an
adequate number of simulators and
simulator hours available to meet the
requirements of the SNPRM. See FAA
Technical Report, Sec. V, pp 29–32.
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The FAA has also conducted an
evaluation of the simulator period
requirements necessary to complete the
remaining tasks identified for recurrent
training and evaluation. In Table 3A of
appendix Q in the SNPRM, there are a
maximum of 54 tasks that would be
required during each recurrent
evaluation. In addition, there are a
maximum of 43 tasks that would be
required every 9 months during
recurrent training. Attachment 3 of
appendix Q in the SNPRM indicates,
however, that, when a task is required
to be completed ‘‘every 9 months,’’ this
requirement is satisfied by the task
being completed during the proficiency
check during the 9-month cycle when a
proficiency check is conducted.
Therefore, for example, during the 9and 27-month cycles, 40 of the 43 tasks
required every 9 months would be
completed during the required
proficiency check. As such, these tasks
would not need to be repeated during
the accompanying LOFT or FFS course
of instruction. When a proficiency
check is not conducted, the 43 tasks in
the ‘‘every 9 months column’’ must be
completed during the two simulator
training sessions (LOFT and FFS course
of instruction).
In addition to these requirements,
there are 33 tasks in Table 3A that must
be completed ‘‘at least once every 36
months.’’ If the 33 tasks are equally
distributed across 36 months (8
simulator sessions), there would be
approximately 8 tasks added to each 9month recurrent cycle (or approximately
4 tasks per simulator session). See FAA
Technical Report, Table 16, p. 28.
During the Actual Simulator Trial,
pilots were able to complete 87 tasks
using only 3 hours and 29 minutes.
They were able to reduce the simulator
time they used by integrating tasks
when the combination was a logical
occurrence.
The FAA also notes that for initial
training, the tasks must be completed
over a minimum of 36 hours of flight
training. For those operators who have
established simulator periods of 4 hours
duration, to accomplish the training
tasks within the 36-hour minimum
requirement, nine simulator periods of
training would be required (including
one simulator period for a LOFT) and
one simulator period for the evaluation
would be required, for a total of 10
simulator periods. See FAA Technical
Report, Sec. III, Table 1, p. 6
(Programmed Hours).
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5. Flight Simulation Training Device
(FSTD) Requirements (Including Level
of FSTD) (§ 121.1345, Table 3B of the
Pilot and Flight Engineer QPS)
The NPRM proposed, in § 121.1345,
to require that all pilot, flight engineer,
check pilot, check flight engineer, flight
instructor, flight engineer instructor,
and Aircrew Program Designee (APD)
job performance training and evaluation
be completed in a qualified FSTD
approved by the carrier’s Principal
Operations Inspector (POI). However,
§ 121.1345(b) allowed a certificate
holder to request a deviation from the
requirement to use FSTDs for training
and evaluation, and § 121.1229(a) would
permit the use of aircraft for compliance
with recency of experience
requirements. This is a significant
change in current requirements, which
only prescribe use of an FSTD for
windshear training under § 121.409(d).
Current appendix H of part 121 permits
air carriers to use simulators for varying
amounts of the required training,
testing, and checking. Appendix H is a
voluntary alternative to training and
checking in the airplane.
None of the commenters opposed the
requirement to complete all job
performance training and evaluation in
a qualified FSTD that is approved by the
POI. In fact, Continental acknowledged
that air carriers ‘‘are already
substantially in compliance’’ with this
proposed requirement. Boeing asserted
that there may be times when simulators
are not available, yet training and
checking needs to be accomplished.
Boeing questioned, therefore, whether
the proposed rule would allow for
training in airplanes. It stated that in
these limited situations, training could
be accomplished safely in an airplane.
The FAA believes it is important to
require the use of FSTDs for training.
Using FSTDs allows for in-depth
training, including the practice of
critical emergency procedures, in a safer
environment. This proposed
requirement also addresses NTSB
Recommendations A–94–191 through
194, which state that ‘‘training and
checking in flight simulators, whether
conducted under Part 121 or 135,
should be the standard, not the
exception.’’
Furthermore, the FAA has long
recognized that the use of simulation in
flight training provides an opportunity
to train, practice, and demonstrate
proficiency in a safe, controlled
environment. Returning to the airplane
for the training or evaluation of all skill
sets has several disadvantages,
including significant accident risk,
higher costs for insurance and fuel,
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additional atmospheric pollution, and
airport traffic saturation. The FAA
emphasizes that the skill sets that are
used in simulation must be the same
skill sets that would be used when
operating the airplane. Accordingly, the
FAA has determined that use of
simulation must be required for flight
training.
However, to accommodate the limited
circumstance where the only option
available is to conduct flight training in
an airplane because there is no FSTD
available for that airplane or there are
not enough FSTDs for the airplane, the
FAA has proposed to allow a deviation
from the requirement to use FSTDs. In
the SNPRM, the FAA has revised
§ 121.1345(a) to draw attention to the
deviation authority in paragraph (b).
Paragraph (b) proposes an alternative
training program for using an airplane
instead of an FSTD or using an airplane
in combination with an FSTD, including
methods of achieving an acceptable
level of safety.
RAA was concerned about the time
limit for applying for the deviation from
the use of FSTDs. The FAA notes that
paragraph (b)(1) only establishes a time
limit for requesting deviations for
certificate holders who have an
approved program or have submitted a
training program for approval before the
effective date of the final rule. Under
paragraph (b)(2) there is no time limit
on requesting deviations as part of a
request for approval of an initial cadre
program.
The FAA does not intend that the
deviation provide a loophole for
certificate holders who want to continue
training and evaluating in airplanes.
Rather, the deviation is designed to
accommodate those certificate holders
who use airplanes for which there are
no FSTDs available (e.g. DC–6) or who,
for extraordinary reasons, do not have
access to an FSTD for the aircraft type
they operate. FAA believes that options
provided under paragraph (b) are
appropriate and these requirements
have not been changed in the SNPRM.
American recommended allowing
FSTDs to be used for LOFT rather than
requiring an FFS. In the SNPRM, the
FAA has retained the requirement that
the qualification and recurrent LOFT
must be conducted in an FFS because
the FAA believes that motion is a
necessary element of LOFT. A level A
FFS 6 is the first level of FSTD for which
a motion system is required. Requiring
LOFT in an FFS is consistent with
recommendations in AC 120–35C, Line
6 FFS levels become more sophisticated as they
move up the alphabet. Accordingly, a level B
simulator is more complex than a level A simulator.
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Operational Simulations: Line Oriented
Flight Training, Special Purpose
Operational Training, Line Operational
Evaluation (Sept. 27, 2004). However, in
the SNPRM, the FAA has modified
Table 3B (Table 3C in the NPRM) to
broaden the level of FFS allowed to be
used for LOFT. In the NPRM, certificate
holders would not have been permitted
to use a level A or B FFS for
qualification LOFT, or a level A FFS for
recurrent LOFT. In the SNPRM, for both
qualification and recurrent LOFT, a
level A, B, C, or D FFS may be used.
Upon review of the task requirements,
the FAA determined that, although an
FFS was necessary for LOFT, it was
unnecessarily restrictive to limit
qualification LOFT to levels C or D FFS
and to limit recurrent LOFT to levels B,
C, or D FFS. As such, the SNPRM
proposes to allow the tasks for
qualification and recurrent LOFT to be
accomplished in levels A, B, C, or D
FFSs.
The FAA’s determination that an FFS
must be used for LOFT is based on the
universally recognized conclusion that
while both visual and vestibular
systems are directly impacted by
simulation, the element of these systems
that is critical to satisfactory training is
motion on-set (or acceleration) cueing.
Various studies have shown an increase
in pilot performance when they use
simulators with motion. See Showalter,
T.W.; Parris, B.L., ‘‘The Effects Of
Motion And G–Seat Cues On Pilot
Simulator Performance Of Three
Piloting Tasks,’’ Ames Research Center,
Jan 1, 1980 (indicating 40%
improvement on yaw performance and
Roll performance, engine out on takeoff
with use of motion simulators); Parris,
B.L.; Cook, A.M., ‘‘Effects of visual and
motion simulation cueing systems on
pilot performance during takeoffs with
engine failures,’’ Ames Research Center,
Dec 1, 1978; Hosman, R.J. A.W., & van
der Vaart, J.C. ‘‘Effects of vestibular and
visual motion perception on task
performance,’’ (1981); Heintzman,
Richard J. ‘‘Determination of Force
Cueing Requirements for Tactical
Combat Flight Training Devices,’’
Training Systems Product Group
Aeronautical Systems Center Air Force
Materiel Command Wright Patterson
AFB, February 1997; Gebman, J.R.;
Stanley, W.L.; Barbour, A.A.; Berg, R.T.;
Birkler, J.L., ‘‘Assessing the Benefits and
Costs of Motion for C–17 Flight
Simulators,’’ Department of The Air
Force, Washington, DC, June 1986.
Accordingly, the FAA has determined
that LOFT must be conducted in a level
A, B, C, or D FFS because the FFS
provides the level of motion cueing
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necessary to ensure proper response in
real flight line operations.
American also questioned the
emphasis on level D FFS in Table 3C
‘‘Minimum FSTD Required for Credit,’’
noting that many of the tasks could be
appropriately accomplished in a level C
FFS. American suggested revising Table
3C to lower the requirements to
accommodate the use of level C FFS.
To ensure effective training and
evaluation, a pilot needs to experience
a certain level of visual and motion cues
that accurately replicate the aircraft.
Level D FFSs have more accurate sound,
visual, and data capabilities than level
C FFSs. However, the FAA recognizes if
a pilot meets certain experience
requirements, a level C FFS can provide
effective training and evaluation. In the
SNPRM, the FAA has maintained the
requirements in the NPRM regarding the
use of level C and D simulators in Table
3 B (Table 3 C in the NPRM). However,
the FAA has also permitted the use of
level C FFSs in certain circumstances.
Where a Level D FFS is indicated in
Table 3B, a level C FFS may be used to
complete the training and proficiency
test if the pilot meets specified
experience requirements. The FAA
believes there are a sufficient number of
FFSs available for use by air carriers to
meet the proposed requirements of the
SNPRM. A detailed discussion of the
current availability of FSTDs for use in
training and evaluation is available for
review in the FAA Technical Report.
See FAA Technical Report, sec. V.C., p,
29.
As discussed previously, the FAA
believes that in light of current flight
simulation technology, job performance
training must be conducted in the
specified level of FFS to ensure that the
pilot is trained and evaluated in an
environment that accurately replicates
the actual aircraft. The FAA, however,
is aware that this flight simulation
technology is rapidly changing.
Therefore, the FAA requests comment
on whether the deviation authority
proposed in § 121.1345(b) should be
expanded to permit certificate holders
to apply for a deviation that would
allow them to conduct training or
evaluation in other FSTDs, provided the
certificate holder could demonstrate
that training or evaluation in the other
FSTDs would provide an equivalent
level of safety to the training,
evaluation, or qualification provided in
the level of device as specified in the
QPS.
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B. Reduction in Programmed Hours and
Modification of Training Program Based
on Operation of Related Aircraft
Current § 121.405(d) and (g) allow for
a reduction in programmed hours,
subjects, and tasks based on training
aids, devices, methods, and procedures
listed in the certificate holder’s
curriculum that increase the quality and
effectiveness of the teaching-learning
process and the certificate holder’s
operations, and that address the
complexity of the make, model, and
series of the aircraft used. One tool that
is used in determining whether a
reduction in programmed hours may be
appropriate for a certificate holder is
outlined in AC 120–53A, Guidance for
Conducting and Use of Flight
Standardization Board Evaluations.
When requested by industry, the FAA,
through the FAA Aircraft Evaluation
Group (AEG), has undertaken an
analysis of new and derivative aircraft
and their associated systems regarding
recommendations for training, checking,
recency of experience, and operating
experience applications. The FAA uses
these analyses to develop consistent and
practical recommendations for use in
developing training, checking, currency,
recent experience and certification
programs for pilots of transport category
aircraft. These recommendations are
documented in Flight Standardization
Board (FSB) reports for each aircraft and
may be used by a certificate holder to
develop its training program
curriculum. The NPRM did not include
these allowances for modification of
programmed hours, subjects, and tasks,
nor did it incorporate the guidance
material in AC 120–53A.
The FAA received two comments on
this issue. Boeing and Airbus
commented that the NPRM did not
allow for modification of programmed
hours, subjects, and tasks. They noted
that the NPRM incorporated neither the
modifications currently allowed under
§ 121.405(d) and (g), nor the AEG
responsibilities regarding
recommendations for training, checking,
recency of experience, and operating
experience applications.
The FAA recognizes that due to
differences in instrumentation and
installed equipment, the skills and
knowledge required to operate two
aircraft of the same make and model can
differ. The range of differences between
variations of a basic aircraft model may
be very wide or very narrow, given the
introduction of computerized guidance
systems, electronic instrument displays,
and two crewmember flightcrews.
Crewmembers trained on one variant of
an aircraft may require additional
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training to safely and efficiently operate
other variants of that aircraft. In 1989,
FAA established FSBs to begin
analyzing the differences in variants of
existing aircraft during certification.
These analyses are published in a
Master Differences Program
Requirements (MDPR) document in
each FSB report. The MDPR document
contains differences and differences
training requirements for each variation
of aircraft type. An operator preparing a
training program may review the MDPR,
determine the differences between the
aircraft, and develop a training program,
subject to FAA approval, that addresses
these differences.
In certain circumstances, the
differences between each variant may be
so significant that additional training
may be necessary. However, in other
cases, technologies in modern aircraft
systems and displays may allow
different type certificated aircraft to
have common flight deck and systems
designs, such that minimal differences
training may be warranted. In these
situations, the FSB has recommended
credits for similarities between aircraft,
provided the necessary and critical
levels of training, checking, currency,
and recent experience are maintained.
For example, the Boeing 737 family of
aircraft, whose variations have
encompassed all models from the B–
737–100 to the current B–737–NG
family, is an example of one ‘‘type’’ of
aircraft having diverse configurations
and technologies incorporated in the
same type certificate. In this case, the
FAA has established the minimum
differences to maintain an equivalent
level of safety by managing the training,
checking, currency, and recent
experience requirements across this
fleet of aircraft. On the other hand, the
FAA has determined that it may be
appropriate to allow credit based on
commonality of systems design and
handling characteristics for the Airbus
family of aircraft (A320/330/340/380).
With the rapid advancement in
modern technologies, both in
manufacturing techniques and systems
design and application, the industry has
incorporated products and processes
that have redefined the relationships
between and within aircraft fleets. For
example, the technological development
of flight guidance computers has
produced ‘‘fly-by-wire’’ control laws
embedded in computer software that
increasingly determine and control the
handling or flight characteristics of an
aircraft. The use of such technology can
produce aircraft of differing models and
aerodynamic airframes, whose handling
or flight characteristics are similar.
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To address these ‘‘relationships’’
among different type certificated
aircraft, the FAA proposes adding a new
definition for ‘‘related aircraft’’ that
applies specifically to flightcrew
members in part 121, subpart BB.
Related aircraft means any two or more
aircraft of the same make for which the
FAA has determined that the flight
handling characteristics and operating
systems of the aircraft are so similar that
it may be appropriate to give credit for
some of the training, testing, checking,
recency of experience, or operating
experience conducted in one of the
aircraft for the training, testing,
checking, recency of experience, or
operating experience that would be
required for the other aircraft. These
credits must be authorized by the FAA.
Based on the FAA’s experience with
evaluating aircraft similarities and
dissimilarities regarding training,
evaluation, and operations, the FAA is
proposing to allow certificate holders to
seek related aircraft designation. The
process for seeking related aircraft
designation is outlined in proposed
§ 121.1206. Having such a designation
may allow certificate holders to take
advantage of any similarities that may
exist between aircraft in its fleet and
make modifications to their training
programs, as set forth in § 121.1215, or
seek a deviation from the recency and
qualification requirements as set forth in
§ 121.1230. Before a certificate holder
may take advantage of the allowances in
proposed §§ 121.1215 and 121.1230, it
must submit an application for related
aircraft designation and obtain approval
of that application. The application
must be submitted to the Division
Manager of the Air Transportation
Division of Flight Standards Service
through the FAA office responsible for
approval of the certificate holder’s
operations specifications.
In creating the related aircraft
designation, the FAA recognizes that the
range of differences between variations
of a basic aircraft model may be very
wide or very narrow given the
introduction of computerized guidance
systems, electronic instrument displays,
and two crewmember flightcrews.
Crewmembers trained on one variant of
an aircraft would likely require
additional training to safely and
efficiently operate other variants of that
aircraft. Consistent with current
practice, provided a flightcrew member
is able to demonstrate proficiency and
complete the training and evaluation
requirements set forth in the certificate
holder’s approved training program, the
FAA has not established a limit on the
number of aircraft type, or series within
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a type, that a flightcrew member may be
qualified to serve.
C. Require Certificated Aircraft
Dispatchers for Supplemental
Operations
In the NPRM, the FAA proposed
qualification and training program
requirements for all aircraft dispatchers
serving in domestic and flag operations,
but was silent with regard to
supplemental operations. Currently,
§§ 121.125 and 121.127 require
certificate holders conducting
supplemental operations to maintain a
flight following center. Supplemental
operators are not required to use
certificated aircraft dispatchers but may
use operations personnel, commonly
referred to as flight followers. The
certificate holder must be able to show
these individuals are able to perform the
function of operational control of the
aircraft and other job functions as
required. The NPRM did not include
training requirements for these flight
followers.
Midwest and Transport Workers
Union (TWU) recommended that the
FAA require certificated aircraft
dispatchers for supplemental operations
in order to achieve one level of safety
in part 121 operations. Airline
Dispatchers Federation (ADF), TWU,
Southwest TWU Local 550, and three
individuals also suggested that the FAA
include training requirements for flight
followers in supplemental operations.
The Crewmember/Dispatcher
Qualification Aviation Rulemaking
Committee (ARC) 7 dispatcher working
group recommended eliminating the
release and operational control rules for
supplemental operations and requiring
certificated aircraft dispatchers for all
operations conducted under part 121.
See Recommendation Document
‘‘Elimination of Part 121 Supplemental
Release and Operational Control Rules’’
Docket entry FAA–2008–0677–049.1.
Under the current provisions, training
for flight followers is generally stated in
§ 119.65(d). This regulation requires that
anyone in a position to exercise control
of operations must be ‘‘qualified through
training, experience, and expertise,’’ to
the extent of their responsibilities and
have a full understanding with respect
to the operation. The FAA notes that as
of September 30, 2009, there were 32
supplemental operators. Of these 32
operators, 21 operators employ only
certificated aircraft dispatchers to
perform flight following services and 8
7 The FAA established the ARC on May 3, 2004,
as a forum for the FAA and the aviation community
to discuss crewmember and aircraft dispatcher
qualification and training.
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employ some FAA certificated
dispatchers as flight followers, Only
three operators do not employ any FAA
certificated dispatchers as flight
followers. Of the 32 operators, 31 use
flight followers located in the United
States. These 31 operators employ 332
flight followers, 300 of which are
certificated aircraft dispatchers, and 3
more who are presently in the process
of obtaining an aircraft dispatcher
certificate.
A majority of supplemental operators
already use aircraft dispatchers as flight
followers, recognizing FAA-certificated
aircraft dispatchers provide a higher
level of safety than non-certificated
flight followers. Because flight followers
may perform the function of operational
control for the Director of Operations
without a formal training program, it is
necessary to ensure these individuals
are qualified and trained to perform this
function. The provisions in the SNPRM
that would require aircraft dispatchers
in supplemental operations are
consistent with other FAA initiatives
that serve to establish a single level of
safety for all commercial airlines.
Furthermore, adding these requirements
for flight followers would also conform
to ICAO Annex 6 section 4.2.1.3
regarding training for people designated
with operational control
responsibilities.8
Accordingly, the FAA proposes in
this SNPRM to require flight followers
to be FAA-certificated aircraft
dispatchers, trained and qualified under
proposed subpart CC. This action is
further supported by the following
accident history.
On December 28, 2001, a Boeing 747
cargo airplane operated by a part 121
Supplemental Operator had a tail strike
on departure from Anchorage, Alaska.
The NTSB found prior to departure that
the crew failed to account for the weight
of the additional fuel and inadvertently
used the same performance cards that
were used for the previous landing. The
NTSB found the probable cause of the
accident was inadequate preflight
planning/preparation and failure to
calculate aircraft weight and balance by
the flight crew (NTSB Event ID
ANC02LA008). The FAA believes this
accident could have been mitigated if
the pilots had been required to share
joint responsibility with a certificated
aircraft dispatcher involved in the
preflight planning of this operation.
Based on this analysis and in response
to comments, the FAA proposes to
amend §§ 121.125 and 121.127 to
8 ICAO Annex 6 was approved and became
effective in November 2006, after the ARC had
completed its work.
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require personnel performing flight
following services to meet the
qualification and training standards set
forth in subpart CC. For the purposes of
these new requirements dispatch release
and flight release have the same
meaning.
As a result of requiring certificated
aircraft dispatchers in supplemental
operations, the FAA recognizes that the
shared responsibility of operational
control between the PIC and the
certificated aircraft dispatcher increases
the safety of the flight. With this added
layer of safety, the FAA believes it is
appropriate to allow supplemental
carriers to file domestic flight plans
with no alternate airport, under the
provisions of § 121.619, as is currently
allowed for part 121 domestic
operations. This would result in a fuel
savings for the supplemental operators
because current regulations for
supplemental operators require an
alternate airport for all of their
operations. Therefore, the FAA has
included new § 121.536 to allow
supplemental operators to comply with
domestic alternate airport requirements
in § 121.619 when they meet the
requirements of §§ 121.125 and 121.127.
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D. Establish Deviation Authority To
Allow Contract Aircraft Dispatcher
Dervices (§ 121.1411)
In the NPRM, the FAA proposed a
new requirement that aircraft
dispatchers be employees of the
certificate holder. The NPRM would
have continued the current FAA policy
of prohibiting the use of contract
dispatchers. While current regulations
do not address the use of contract
dispatchers, on March 29, 1984, the
FAA issued information to domestic
and flag air carriers on ‘‘operational
responsibilities and use of dispatchers
who are not in the employ of the
certificate holder,’’ which stated that ‘‘to
permit the dispatchers operational
control functions and responsibilities to
be fulfilled by a person who is not an
employee of the certificate holder
would, in effect, permit a portion of the
certificate holder’s operational control
responsibilities to be fulfilled by a party
other than the certificate holder which
is contrary to §§ 121.533(a) and
121.535(a).’’ This policy thus prohibited
the use of contract aircraft dispatchers
based on concerns that sharing dispatch
services between carriers, by contract or
some other arrangement, clouds which
carrier really controls the dispatchers
and whether the air carrier that uses the
dispatch services and dispatchers from
the other air carrier really has full
operational control of its flights.
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A September 1988 letter from Robert
L. Goodrich, Acting Director, Flight
Standards Service, to Marshall S. Filler,
attorney for Eastern, also discussed the
sharing or contracting of aircraft
dispatchers. In closing, Mr. Goodrich
concluded permitting contract aircraft
dispatchers would be a change in
existing policy that would necessitate
public notice and comment. He stated
further that the FAA would be reluctant
to adopt such a radically new policy
unilaterally without benefit of comment
from interested parties.
On November 30, 2000, the New
England Deputy Regional Counsel
restated the long standing policy against
permitting contract dispatchers to
Boston-Maine Airways (BM). See Letter
to Boston-Maine Airways, from FAA
Regional Counsel (New England) (Nov.
30, 2000) (copy available in the docket).
The FAA did permit the sharing of
aircraft dispatch services in certain
limited conditions in Alaska (SFAR 80)
from 1997 until March 12, 2001. In
establishing the SFAR, the FAA
recognized its long-standing policy that
each certificate holder subject to
§ 121.395 have aircraft dispatchers that
are employed exclusively by that
certificate holder. However, small
operations located in remote areas in
Alaska had difficulty attracting
qualified, certificated aircraft
dispatchers to work and live in those
areas. Accordingly, the FAA issued the
SFAR for a 4-year period to allow these
operators, upon authorization by the
Administrator, to contract dispatch
services, with the expectation that
adequate communications facilities
would become available in all parts of
Alaska and other areas within that time.
62 FR 13255 (Mar. 19, 1997). This SFAR
was not renewed and, in fact,
terminated on March 12, 2001.
In addition to the exception provided
for certificate holders in Alaska from
1997 to 2001, current certificate holders
conducting supplemental operations are
allowed to contract flight following
services, provided the certificate holder
continues to be responsible for
operational control of each flight. See
§ 121.125(b).
The FAA received three comments on
this issue. Jeppesen suggested that the
employment requirement be removed
because the positions of aircraft
dispatcher, check dispatcher, and
dispatch program designee could be
filled by contract employees who could
provide an equivalent or higher level of
safety as provided by an employee of
the certificate holder. TWU
International and Southwest TWU 550
supported the employment requirement
proposed in the NPRM.
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Upon review of the comments and
further analysis, the FAA is retaining
the employment requirement in this
SNPRM. The FAA recognizes, however,
that supplemental air carriers have been
able to demonstrate an equivalent level
of safety using contract flight following
services as when using only employee
flight followers. Based on this
experience, the FAA believes that
domestic and flag operators may also be
able to demonstrate an equivalent level
of safety by using contract dispatch
services. Accordingly, the SNPRM
proposes to allow a deviation from the
employment requirement provided that
the certificate holder can demonstrate
that operational control is maintained.
Advances in communications, weather
analysis and dissemination, and flight
tracking software have improved the
operational control capabilities of the
aircraft dispatcher. The consolidation of
aircraft dispatchers in a centralized
location could, under certain
conditions, provide availability of
experienced aircraft dispatcher
personnel. The FAA reiterates that, in
using contract aircraft dispatchers,
certificate holders must maintain
operational control. Accordingly, the
FAA has included in the SNPRM
deviation authority language in
§ 121.1411 to allow the use of contract
aircraft dispatchers.
The proposed deviation to § 121.1411
would place strict conditions and
requirements on the certificate holder
regarding the issuance of operations
specifications that outline operational
control. These provisions include: (1)
That the certificate holder has at least
one certificated aircraft dispatcher who
is an employee of the certificate holder
and is responsible for managing
policies, procedures, training, and
qualifications of the contract aircraft
dispatchers; (2) that the certificate
holder demonstrates an ability to
maintain operational control and
comply with all requirements of this
part; and (3) that the Administrator may,
at any time, terminate any grant of
deviation authority that allows the use
of contract dispatch services.
Furthermore, this deviation authority is
not based on the size of the certificate
holder’s operation. Rather, the
certificate holder must demonstrate that
an equivalent level of safety would be
achieved and there would not be an
adverse effect on safety as a result of
using contract aircraft dispatchers.
The FAA also recognizes that the
proposed requirements in the SNPRM
do not prohibit an aircraft dispatcher
from engaging in dispatcher
employment for more than one
certificate holder. To ensure that aircraft
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dispatchers are in compliance with the
duty time limitations in part 121, the
FAA is proposing to amend § 121.465(b)
to place responsibility for compliance
with duty time limitations on both the
certificate holder and the aircraft
dispatcher, consistent with the
requirements applicable to flightcrew
members. This requirement would
become effective 120 days after
publication of the final rule.
The FAA is also amending § 121.711
to extend the communication record
requirements to include supplemental
operations and clarify the contents of
the record required for each en route
radio contact between the certificate
holder and its pilots. En route for the
purposes of communication recording
requirements commences at the time the
aircraft has pushed back from the gate
at the origin station and ends when it
arrives at the gate at its destination. In
a recent legal interpretation, the FAA
determined that, at a minimum, the
following information must be
contained in the record to comply with
the requirements of § 121.711: The date
and time of the contact; the flight
number; aircraft registration number;
approximate position of the aircraft
during the contact; call sign; and
narrative of the contact. See Legal
Interpretation to John S. Duncan,
Division Manager, Air Transportation
Division, FAA Flight Standards Service,
from Rebecca B. MacPherson, Assistant
Chief Counsel, Regulations Division
(Feb. 2, 2010). The FAA is proposing to
add these recordkeeping requirements
to § 121.711, effective 120 days from the
publication of the final rule.
E. Clarify Training Requirements for
Other Operations Personnel (§ 121.1475)
Current subpart N prescribes the
requirements applicable to each
certificate holder for establishing and
maintaining a training program for
crewmembers, aircraft dispatchers, and
‘‘other operations personnel.’’ 14 CFR
121.400(a). However, subpart N does not
define who these personnel are, nor
does it prescribe any actual training
requirements for these personnel.
Therefore, the FAA proposed in the
NPRM to remove the reference to ‘‘other
operations personnel.’’
During the FAA’s review of comments
regarding training for flight followers,
the FAA determined that the
requirement for the training of other
operations personnel was removed in
error. Currently, certificate holders are
required to prepare and keep current a
manual that flight, ground operations
and management personnel may use in
conducting operations under part 121.
See 14 CFR 121.133, 121.135. That
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manual must include instructions and
information necessary to allow these
personnel to perform their duties and
responsibilities with a high degree of
safety. The requirement for training of
‘‘other operations personnel’’ as outlined
in § 121.400(a) is intended to ensure
these flight, ground operations, and
management personnel receive training
regarding their duties and
responsibilities as outlined in the
manual required under §§ 121.133 and
121.135. To ensure these personnel
continue to receive training regarding
their safety-related responsibilities and
duties as specified in the manual, the
FAA has revised proposed §§ 121.1401
and 121.1403 and added § 121.1475 to
include training for ground operations
and management personnel. The FAA
currently tracks this training under the
Air Transportation Oversight System
(ATOS) and has determined that it is
not necessary to establish specific
training program requirements for these
individuals other than requiring training
on their safety-related duties and
responsibilities as outlined in the
certificate holder’s manual. Approval of
this training is not required, but the
training must be acceptable to the
Administrator.
F. Requalification for Crewmembers and
Aircraft Dispatchers
The current provisions in subparts N,
O, and P do not specifically identify
how a crewmember or aircraft
dispatcher becomes unqualified or how
the crewmember can become
requalified. Many air carriers have
modified their training programs under
§ 121.401 to include a requalification
curriculum, based on existing guidance
in FAA Order 8900.1. See FAA Order
8900.1, Vol. 3, Ch. 19, Sect. 11, para. 3–
1361–1369 (flightcrew members); FAA
Order 8900.1, Vol. 3, Ch. 23, Sect. 1,
para. 3–1727–1729 (flight attendants);
FAA Order 8900.1, Vol. 3, Ch. 22, Sect.
5, para. 3–1701 (aircraft dispatchers).
Without this curriculum, crewmembers
and dispatchers who did not complete
recurrent training within the required
timeframe would be required to
complete initial academic and job
performance training in order to become
requalified. In the NPRM, the FAA
proposed to codify existing guidance
material in FAA Order 8900.1 that
permits certificate holders to develop
requalification curriculums for
crewmembers and aircraft dispatchers.
The requalification phases were based
on the number of months the person
had been unqualified and the number of
months since the person last served in
a crewmember duty position for the
aircraft type.
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1. Flightcrew Member Requalification
(§ 121.1239)
In the NPRM, the FAA did not
propose to establish minimum
programmed hours for requalification
for flightcrew members. Rather, the FAA
proposed that these hours would be
determined by the Administrator. In the
SNPRM, the FAA has revised the
requalification requirements to clarify
the phases of requalification and
establish minimum and baseline
programmed hours for each phase of
requalification. Under the proposed
requirements, phase I requalification is
triggered if it has been less than 9
months since the end of the flightcrew
member’s base month; phase II
requalification is triggered if it has been
9 months or more, but less than 27
months since the end of the person’s
base month; and phase III
requalification is triggered if it has been
27 months or more since the end of the
person’s base month. The phases require
increasing training requirements
depending on the amount of time the
crewmember has been unqualified. The
programmed hours for phase I
requirements are based on recurrent
requirements; phase II programmed
hour requirements are based on
conversion requirements; and phase III
programmed hour requirements are
based on transition requirements.9 The
phase III requalification requirements
are the most extensive because the
amount of time that the person has been
unqualified is relatively long, and the
flightcrew member has lost more
proficiency.
In determining the appropriate phases
and minimum programmed hours for
requalification, the FAA reviewed
existing requalification programs for 22
non-AQP air carriers. These
requalification programs provided a
wide range of phases for requalification
based on the time for which pilots had
been unqualified. These phases varied
from less than 3 months to more than
60 months. Some airlines had only two
phases of requalification while others
had as many as seven phases. The
various phases generally settled into the
following four ranges: 0–12 months; 12–
36 months; 36–60 months; and more
than 60 months. These four divisions
also had a wide variety of approved
academic training hours and job
9 Conversion is a curriculum category used to
qualify a flightcrew member when that person has
qualified and served in that crewmember position
on the same aircraft type for another certificate
holder conducting operations under this part.
Transition is a curriculum category used to qualify
a flightcrew member when that person has qualified
and served in that crewmember position on another
aircraft in the same group.
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performance training hours assigned to
regain qualification. These approved
time requirements ranged from 4 hours
of academic training and 2 hours of
flight training, to completion of initial
training with respect to equipment
qualification (120 hours of academic
training and 6 to 10 simulator sessions
of job performance training.) See FAA
Technical Report, appendix F.
Based on the wide variance in current
requalification programs as evidenced
in appendix F in the FAA Technical
Report, the FAA has determined that it
is necessary to establish a uniform
standard for requalification programs. In
order to reduce administrative burden
and not require additional development
of content for requalification, the FAA
proposes requiring that flightcrew
members who enter phase I
requalification complete the recurrent
academic and job performance training
and evaluation to become qualified. For
flightcrew members entering phase II
requalification, flightcrew members
would be required to complete the
academic and job performance training
and evaluation for conversion to become
qualified; and flightcrew members
entering phase III requalification would
be required to complete the academic
and job performance training and
evaluation requirements for transition to
become qualified. Thus, the minimum
programmed hours for the phases of
requalification in Table 1A mirror the
minimum programmed hours for these
curriculum categories. These phases and
hours reflect an appropriate graduated
increase in training and evaluation
based on the amount of time the
flightcrew member has been
unqualified. To ensure standardization,
the FAA also removed language in
§ 121.1239 stating that the
Administrator would determine
programmed hours and revised Table
1A of the QPS documents to provide
these specific programmed hours.
In addition, ATA, American, and
Southwest suggested that the certificate
holder should control scheduling the
beginning date for requalification
training. They stated that there might be
some circumstances, beyond the control
of the certificate holder, which may
result in training not being completed
within the 9-month time frame. In such
cases, the commenters asserted that as
long as the training occurs within the
30-day window, continuity of training
would be maintained. Commenters also
stated that any time requalification
training is conducted, the flightcrew
member’s base month should be
changed to align with current industry
practice.
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The FAA wants to ensure consistency
regarding the requalification training
requirements based on the length of
time a flightcrew member has been
unqualified. The standardized time
frames for triggering the three phases of
requalification would ensure this
consistency in application. In the
SNPRM the FAA has maintained the
time frames for completion of training,
as proposed in the NPRM. Regardless of
whether a person has begun
requalification training, the person
remains unqualified until the training
and evaluation is complete. The longer
a person has been unqualified, the more
rigorous the requirements are to become
requalified.
Continental and United believe ‘‘Core
Conversion’’ in phase II requalification
is in conflict with Tables 2A and 3A,
which states ‘‘Full Conversion.’’ In the
SNPRM, the FAA removed core
conversion and full conversion from the
proposal. To provide clarity, the
requalification requirements in
§ 121.1239 refer only to requalification
curriculum category and reference the
requalification curriculum as
established in the flightcrew member
QPS.
2. Flight Attendant Requalification
(§ 121.1309)
Similar to flightcrew members, the
current regulations for flight attendants
do not address how a flight attendant
becomes unqualified or how an
unqualified flight attendant can become
requalified. In the NPRM, the FAA
identified how a flight attendant
becomes unqualified and proposed a
process for requalification. As with the
proposed flightcrew member
requirements, the requalification phases
were based on the number of months
the person has been unqualified.
Despite the lack of regulatory
requirements in the current rules,
however, many air carriers have
developed requalification curriculums
as part of their FAA-approved training
programs. These curriculums were
based on FAA advisory material
regarding flight attendant
requalification. See FAA Order 8900.1,
Vol. 3, Ch. 23, Sec. 1, para. 3–1727,
1728 (Sept. 17, 2009).
The FAA reviewed the FAA-approved
flight attendant training programs for 39
part 121 airlines, employing 82,673
flight attendants, to determine the
appropriate phases and training and
evaluation required for requalification.
Of the 39 training programs reviewed,
37 had approved Requalification
Training programs for flight attendants
and two did not. Similar to the
flightcrew member requalification
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programs, there was a wide variance in
the phases of requalification and
content of requalification. See FAA
Technical Report, appendix D.
However, the FAA found that generally
the current approved programs, in both
programmed hours and curriculum
content, were very similar to proposed
requirements for phase I requalification.
There was more variance regarding
curriculum content and the number of
programmed hours for requalification
requirements for flight attendants who
had been unqualified for over 24
months. Based on the wide variance in
current requalification programs as
evidenced in appendix D in the FAA
Technical Report, the FAA has
determined that it is necessary to
establish a uniform standard for
requalification programs and has based
the proposed requirements on the FAA
guidance in Order 8900.1, Vol. 3, Ch.23,
Sec.1, para. 3–1727, 1728 (Sept. 17,
2009). Thus, proposed § 121.1309
establishes that to be requalified, the
flight attendant must meet either the
requirements for basic qualification or
requalification based on the amount of
time the person has been unqualified.
The FAA received several comments
regarding the requirement in phase I
and phase II requalification that flight
attendants complete all missed training,
including all study materials and
evaluations from the previous recurrent
flight attendant training cycle(s) which
were still applicable but were not
included in the current recurrent flight
attendant training cycle. Commenters
expressed concerns that such a
requirement to maintain past training
programs was burdensome and
unnecessary and limited the carrier’s
flexibility to determine the most
efficient manner to provide flight
attendant training on tasks, policies, and
procedures that were missed in previous
training cycles. One commenter stated
that air carriers would have to re-create
previous years’ recurrent training for
each returning flight attendant, keeping
track of and maintaining every lesson
plan, training aid, presentation and
computer-based training course offered
during the time the flight attendant was
not able to accomplish recurrent
training.
To simplify the requalification
requirements, the FAA is combining
previously proposed phase I and phase
II into phase I requalification and
redesignating phase III as phase II
requalification. In addition, in the
SNPRM, the FAA is retaining the
requirement for a flight attendant to
complete all missed training but is
removing the requirement to include all
missed study materials and evaluations
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from the previous recurrent flight
attendant training cycle(s). Recurrent
training tasks are based on new hire,
initial, and emergency curriculum
category task requirements. Because of
the large number of tasks, in the NPRM
and SNPRM, the FAA has required air
carriers to train and evaluate flight
attendants on all tasks at least once
during three consecutive recurrent
training cycles. To ensure that flight
attendants in phase I requalification
receive the necessary information from
the missed recurrent training cycle(s),
which may have included emphasis on
different tasks, the FAA is proposing to
require that a flight attendant receive
training on all tasks that were included
in the missed recurrent training cycle(s).
In addition, the certificate holder would
be required to provide training on all
new policies, procedures, and security
requirements applicable to flight
attendant duties that have been
implemented since the last time the
flight attendant completed recurrent
training. Additionally, in phase I
requalification, a flight attendant must
complete a knowledge test on all new
hire, initial, and emergency curriculum
category tasks.
The FAA did not intend to create an
undue administrative burden by
requiring an air carrier to retain old
training and evaluation documents.
Therefore, in the SNPRM the FAA has
removed the requirement that the
certificate holder must include all study
materials and evaluations from the
previous recurrent training cycle. The
FAA believes this change will still
ensure that flight attendants receive the
training content that they missed, while
reducing the administrative burden.
American Eagle and RAA expressed
concern that the Administrator has the
ability to determine the programmed
hours for requalification. They contend
that, without guidelines to the air carrier
and Certificate Management Offices, this
provision could lead to nonstandardization and a competitive
disadvantage for some carriers.
In the NPRM and the SNPRM, for
different phases of flight attendant
requalification, the FAA proposed
requiring completion of certain
curriculum categories that have baseline
and minimum program hours. For
example, in the SNPRM, for phase I
requalification, the flight attendant must
complete the current recurrent cycle
and also complete required information
or tasks from the last recurrent cycle
that are not included in the current
recurrent cycle. Therefore, the required
hours for phase I requalification are
based on recurrent curriculum category
programmed hours plus the time
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necessary to complete training content
that was not contained in the current
recurrent training cycle. The
requirements for phase II requalification
are based on the curriculum
requirements for new hire, initial,
emergency, and differences curriculum
categories. Upon review, the FAA
believes that establishing a standard
curriculum is appropriate for phase II
requalification. However, due to
operational differences, the time
necessary to complete the training
would vary. Therefore, the FAA has
revised § 121.1309 of the SNPRM to
remove the requirement for minimum
programmed hours that was proposed in
the NPRM.
American Eagle stated that, within the
industry, a corporation may hold several
certificates in which there is a combined
flight attendant seniority list that allows
flight attendants to transfer between
certificates. It contends that compliance
with requalification requirements for
multiple air carriers would require
additional, expensive automation that is
not accounted for in the cost benefit
analysis. It commented that the
proposed rule’s impact on the carrier is
significant in the area of increases in
wages for training and associated costs
for hotel and per diem allowances.
Regardless of whether there is a
merged seniority list, under the current
rule, NPRM, and SNPRM, flight
attendants must meet the training and
qualification requirements for each
certificate holder for which they serve
as a flight attendant. The proposal in the
NPRM and SNPRM merely establishes
the records that need to be maintained;
it does not specify the type of
recordkeeping system that must be used.
Therefore, an air carrier may determine
the complexity of its recordkeeping
system. In addition, the FAA has
addressed the cost of flight attendant
training, including hotels and per diem
allowances, in the regulatory evaluation,
which is available in the docket.
American Eagle and RAA sought
clarification regarding the requirement
to change a base month and contended
that the software that is currently used
at many air carriers would require
extensive change to accommodate the
requalification requirements. The FAA
notes that the proposed requirements in
the SNPRM do not prohibit the
adjustment of the flight attendant’s base
month in both phase I and phase II
requalification. If an air carrier decides
to adjust the base month, the FAA
believes that the training requirements
for phase I and II requalification would
ensure that the flight attendant remains
trained and qualified.
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Continental stated that, for the
proposed requalification requirements,
carriers ultimately would be forced to
have additional staff on hand to recreate
and facilitate the proposed crew or
combined exercises for classes as small
as a single student. There is nothing in
the proposed rule that requires air
carriers to conduct a certain task as a
group exercise. The FAA notes that,
under the proposed requirements in the
SNPRM, the tasks identified in the QPS
requirements as ‘‘G’’ may be conducted
as either an individual or a group
exercise; however, those identified as ‘‘I’’
must be conducted on an individual
basis.
ATA questioned what data supports
requiring Basic Qualification Training,
including 5 hours of operating
experience on at least one aircraft type
(AOE) after being unqualified for more
than 24 months. In addition, the
Association of Professional Flight
Attendants (APFA) believes check flight
attendants should be used only for new
hire flight attendant training and not to
perform check flight attendant duties for
experienced flight attendants who are
accomplishing requalification training.
The FAA believes that after an
extended absence from line operations,
flight attendants need an opportunity to
consolidate re-acquired knowledge and
skills. The FAA recognizes, however,
that there may be alternative methods of
accomplishing this without requiring
AOE. In the SNPRM, the FAA is
removing the AOE requirement for
phase II requalification and is proposing
to allow flight attendants for the first
two operating cycles after completing
phase II requalification to serve either as
a required flight attendant under the
supervision of a check flight attendant
or as a non-required flight attendant.
3. Aircraft Dispatcher Requalification
(§ 121.1419)
Current rules are also silent on how
dispatchers who have failed to maintain
their qualification may become
requalified. It is current FAA policy
that, in order to requalify, a person must
retake the recurrent training, tests, or
checks that were missed and, in some
cases, receive additional training or
evaluation to become requalified as a
certificated aircraft dispatcher. See FAA
Order 8900.1, Vol. 3, Ch. 22, Sect. 5,
para 3–1708.
In the NPRM, the FAA proposed to
establish five phases of requalification
for aircraft dispatchers who have
become unqualified by failing to
complete recurrent training and
evaluation requirements, including the
proficiency checks required by
proposed § 121.1413(a)(2). Midwest
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commented that having five different
levels of requalification is excessive and
creates undue administrative burdens. It
requested that the FAA combine phase
I and phase II requalification to cover 0
to 12 months. It also recommended that,
due to the rapidly changing nature of
the industry, the FAA require phase V
requalification for all dispatchers who
have been unqualified for 24 months.
RAA also commented that creating five
phases of requalification training is
impracticable. It recommended that
requalification should be focused on a
training-to-proficiency concept. UPS
requested clarification on the timeline
for phase I and phase II requalification.
In developing the requalification
requirements for the SNPRM, the FAA
reviewed existing guidance material as
well as the FAA-approved aircraft
dispatcher training programs for 23 part
121 airlines, to determine the
appropriate phases and training and
evaluation required for requalification.
All 23 air carriers had approved
requalification training programs for
aircraft dispatchers. Similar to the
flightcrew member and flight attendant
requalification programs, there was a
wide variance in the phases of
requalification and content of
requalification. See FAA Technical
Report, appendix E. However, the FAA
found that generally the current
approved programs, in both
programmed hours and curriculum
content, were very similar to proposed
requirements for phase I requalification.
There was more variance regarding
curriculum content and the number of
programmed hours for requalification
requirements for aircraft dispatchers
who had been unqualified for over 12
months. Accordingly, the FAA has
determined that a uniform standard for
aircraft dispatcher requalification is
necessary and has based the proposed
requirements on the FAA guidance in
Order 8900.1, Vol. 3, Ch. 22, Sect. 5,
para 3–1708.
In the SNPRM, the FAA is proposing
to establish three levels of
requalification instead of the five phases
proposed in the NPRM. In merging the
five phases into three, the FAA
simplified the administrative burden
without reducing the amount of training
proposed in the NPRM. For example, in
the NPRM, phase I requalification
required certain training if the aircraft
dispatcher was unqualified for less than
6 months. Phase II requalification
required more training if the aircraft
dispatcher was unqualified for at least 6
months but less than 12 months.
In the SNPRM, the FAA is proposing
to merge phase I and II requalification
into phase I requalification for aircraft
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dispatchers who have been unqualified
for less than 12 months, redesignate
phase III requalification as phase II
requalification for aircraft dispatchers
who have been unqualified at least 12
months, but less than 24 months, and
merge phase IV and V requalification
into phase III requalification for aircraft
dispatchers who have been unqualified
for 24 months or more. The training
required for phase I in the SNPRM is
equivalent to what would have been
required for phase II in the NPRM, and
the training required for phase III in the
SNPRM is equivalent to what would
have been required for phase V.
Therefore, there is no decrease in the
training required to return a dispatcher
to proficiency.
Midwest commented, in regard to the
requirement that a student in phase V
requalification must complete the
assigned materials within 60 days, that
there would be times when a student
may require additional time to complete
the assigned materials. Midwest
requested that the FAA remove the 60day limit and instead establish an
appropriate number of days to complete
requalification requirements in each
phase of requalification.
In the SNPRM, the time limit for
completing new phase III (phase V in
the NPRM) has been extended under the
SNPRM to 120 days, consistent with the
time limit for initial training and
evaluation for new aircraft dispatchers.
This provision will provide the
flexibility requested by commenters
while maintaining an adequate
requalification requirement for an
aircraft dispatcher when 24 months or
more have elapsed since the end of the
aircraft dispatcher’s base month for
recurrent training.
American commented that the
requalification training requirement
does not address under which date for
requalification the dispatcher
necessarily falls. It asked whether the
time required to complete
requalification is included in the
‘‘unqualified’’ time.
Regardless of whether a person has
begun requalification training, the
person remains unqualified until the
training and evaluation is completed.
The longer a person has been
unqualified, the more rigorous the
requirements are to become requalified.
The amount of time required to
complete the training and evaluation is
included in the ‘‘unqualified’’ time, and
the air carrier must take this into
account when determining what phase
of requalification is required.
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IV. General Issues for Crewmembers
and Aircraft Dispatchers
A. Training Program: Approval and
Amendment Process (§§ 121.1337 and
121.1437)
Under current regulations,
requirements for training program
amendment and approval are found in
§§ 121.401, 121.402, and 121.405(a)–(e).
In the NPRM, the FAA based the
proposed amendment and approval
process language on current
requirements and added more specific
requirements regarding necessary
documentation, approval of a new
curriculum category (special training
and evaluation), information regarding
instructors, and FAA review of
amendments to the training program in
proposed §§ 121.1337 and 121.1437.
Continental, Midwest, ATA, United,
FedEx, Southwest, American, UPS, and
RAA commented that the voluminous
submission of documents required for a
minor revision is burdensome,
redundant, and unnecessary.
Commenters stated that it should not be
required in every submission of a
request for approval of curriculum
changes. Commenters also requested
that a timeframe for FAA approval after
a training program or training program
revision is submitted be included in the
requirements.
The intent of the proposed
requirements was not to have certificate
holders resubmit redundant paperwork
for approval of revisions to an already
approved training program. In the
SNPRM, the FAA has proposed adding
a paragraph to §§ 121.1337 and
121.1437 to clarify that certificate
holders are required to submit only the
documents necessary to allow the FAA
to review and evaluate the requested
revision to an approved training
program. In addition, the FAA believes
that, in light of the fact that the
proposed requirement must
accommodate revisions of different sizes
and complexity, it is inappropriate to
set forth a timeframe for FAA approval.
ATA commented that the allowance
to have submission of paperwork
required under these provisions ‘‘in a
form acceptable to the Administrator’’
allows for subjective interpretations of
the regulation. The FAA recognizes that
the proposed requirement needs to
provide certificate holders with the
flexibility to submit training program
materials via different types of media.
However, it is also necessary for
certificate holders to submit training
program materials via a type of media
that allows the FAA to effectively
evaluate and approve submissions. This
provision was proposed in the NPRM
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and is retained in the SNPRM to be able
to achieve those two objectives.
ATA, Southwest, and UPS
commented that initial and final FAA
approval of a training program is
unnecessary. They stated that if any
portion of an approved training program
is shown to be ineffective through
analysis of collected data, the
Administrator may request revisions to
that portion of the training program.
Southwest commented that, if a
proposed training program or revision
meets the regulatory requirements, it
should be considered approved.
The FAA agrees that any program that
meets the regulatory requirements
should be approved. FAA review,
evaluation, initial approval, additional
evaluation, and final approval of a
training program are the appropriate
way to make the determination that a
training program meets the regulatory
requirements. Therefore, in the SNPRM,
the FAA is retaining the language that
requires initial and final FAA approval
of a training program.
Midwest, ATA, United, FedEx,
Southwest, American, and UPS
commented that resource management
of instructors and evaluators is the
responsibility of the certificate holder
and that submission of this everchanging data as part of the approval of
the training program is overly
burdensome. Commenters requested
that the FAA remove § 121.1337(a)(3)
and (4) from the proposed requirement.
They also stated that submission of crew
operating manuals and the general
operations manual required in
§ 121.1337(a)(10) and (11) is redundant
because the certificate holding district
office already has a copy of those
manuals.
The proposed requirements to submit
the number of instructor and evaluators
as well as a copy of crewmember
manuals that are already in the
possession of the certificate holding
district office are not necessary.
Therefore, the FAA has removed these
requirements from §§ 121.1337 and
121.1437.
Southwest, ATA, and UPS
commented that a statement that
training would be administered by
persons other than the certificate holder
should be required only if there are
plans to use non-employees for
instruction, as opposed to the proposed
requirement to report whether nonemployees would be used for
instruction. As proposed in the NPRM,
the requirement is administratively
burdensome. In the SNPRM, the FAA
has amended the requirement to state
that the certificate holder must only
indicate if they use non-employees for
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instruction and has revised the
proposed language in §§ 121.1337(a)(7)
and 121.1437(a)(5).
FedEx, ATA, Midwest, and American
commented on several proposed
requirements for the special curriculum
category in § 121.1337. Midwest made
similar comments regarding the
proposed requirements for the special
curriculum category in § 121.1437.
Commenters stated that depending on
the duration of the circumstances,
special training and evaluation may not
need to be integrated into the approved
training program. They contend that the
proposed language did not address this
situation. Midwest commented that
there are times when training is for
short-lived events and continued
training would not be warranted. It
requested that the FAA change the
wording to establish that special
training may be integrated into the
approved training program if
appropriate. Commenters also stated
that the POI should not determine the
proposed training hours but should only
evaluate the number of program hours
submitted by the certificate holder for
each special curriculum category. They
contend that the POI is not in the
business of developing training but is
instead tasked with overseeing and
approving training developed by the
certificate holder.
The FAA recognizes that in some
cases, training may be for short-lived
events and continued training would
not be warranted. In the SNPRM the
FAA has amended the language to add
‘‘if appropriate.’’ In addition, the FAA
has determined that it is appropriate for
the certificate holder to develop the
number of programmed hours for each
special curriculum category. Under
§ 121.1337, the FAA has proposed that
the certificate holder would be required
to submit its proposed programmed
hours to the POI for review. The POI
would then determine whether the
number of programmed hours submitted
by the certificate holder for each special
curriculum category are sufficient.
Midwest, Southwest, American,
FedEx, UPS, and ATA generally
commented that the appeal process for
required revisions to FAA approved
training programs should be amended to
require a full record of decisions. They
also commented that the initial appeal
of a training program amendment
should be handled by the certificate
holding district office and that the next
level of review should be accomplished
by the Administrator.
The Administrator has an obligation
to request necessary revisions to ensure
that crewmembers and aircraft
dispatchers are being appropriately
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trained. As with other regulations that
permit the exercise of discretion, a
certificate holder has the opportunity to
appeal certain decisions through the
consistency and standardization
initiative (CSI). The CSI process allows
for multiple stages of review within the
FAA’s Aviation Safety organization. In
this process, the certificate holder is
provided with a similar process to that
requested, with the exception of the
commenters’ request to bypass Flight
Standards Service. The FAA believes
that review by the Director of the Flight
Standards Service is essential because it
represents the final technical
determination before a stakeholder may
appeal to the Associate Administrator
for Aviation Safety. The CSI process
allows for multiple stages of review
within the FAA’s Aviation Safety
organization (AVS). At each level, and
between levels, the review progresses
through increasingly higher levels of
management. When an AVS action is
questioned or disputed, decision-makers
at every level of AVS management are
expected to thoroughly review the
matter and be accountable for the
answers provided. More information
about this process is available at
https://www.faa.gov/about/office_org/
headquarters_offices/avs/
consistency_standardization. In the
SNPRM, the FAA has retained the
language as originally proposed in the
NPRM.
Southwest commented that it was
inappropriate for the FAA to require an
amendment to an approved training
program for a security reason. They
stated that security requirements are not
determined by the FAA.
Many Transportation Security
Administration security requirements
affect a certificate holder’s operational
procedures. It is appropriate, therefore,
to include both safety and security as a
basis for necessary revisions to
approved training programs. The FAA is
retaining this proposed language in the
SNPRM.
UPS, American Eagle, RAA, ATA, and
Southwest recommended that criteria
for considering revisions to a certificate
holder’s training program be withdrawn
from § 121.1337 and § 121.1437 because
such factors as ‘‘experience level of the
student population’’ would create a bias
against smaller certificate holders.
The factors in §§ 121.1337(g) and
121.1437(g) do not correlate in any way
to the size of the certificate holder. For
example, the experience level of the
student population could apply to a
small operator that is introducing turbojet aircraft to their operation or a very
large operator that is moving for the first
time to international or over-water
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operations. In addition, the NPRM and
the SNPRM revise the current
requirements to clarify and update the
basis on which the Administrator
decides to approve or deny revisions to
a training program. All of these factors
are appropriate for FAA consideration
when evaluating or requiring training
program revisions. Therefore, in the
SNPRM, the FAA has retained the
language as proposed.
B. Crewmember and Aircraft Dispatcher
Manuals and Manual Procedures
(§§ 121.133, 121.134, 121.135, and
121.540)
Currently, except for certain portions
of flightcrew operating manuals,
manuals are ‘‘accepted’’ by the FAA.
Manual content requirements are broad
and there is no specific language that
addresses crewmember and aircraft
dispatcher responsibility for manual
contents. To address this issue, the FAA
proposed revising § 121.133 (§ 121.134
as proposed in the SNPRM) to require
crewmember or aircraft dispatcher
manuals, as well as any changes, to be
approved by the Administrator. The
FAA also proposed to require in
§ 121.540 that each crewmember
perform the respective job function in
accordance with the information,
instructions, duties, and responsibilities
contained in the manual required by
§ 121.134. Conforming changes were
proposed for § 121.136 (§ 121.135 as
proposed in the NPRM), to require
consistency between training
curriculums and manual procedures.
American Eagle, Southwest, and ATA
opposed the proposed requirement for
FAA approval of flight attendant
manuals and stated that the FAA failed
to provide data or adequate justification
to require all revisions to flight
attendant manuals to be approved by
the FAA. American Eagle and ATA
further stated that there is no correlation
between (1) approved manuals and
training performance, or (2) the way an
air carrier communicates its policies
and procedures in flight attendant
manuals and the outcome of an
accident. American Eagle, Southwest
and ATA also stated that changes in
flight attendant manuals often have a
direct impact on the safety of the
operation and require timely
communication to their flight
attendants, which would be affected by
a lengthy FAA approval process for
every revision to the flight attendant
manual. American Eagle, Southwest,
United, RAA and ATA generally
commented that the proposed
requirement for crewmember and
aircraft dispatcher manual approval also
would result in redundant and
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burdensome administrative
requirements while unnecessarily
extending the time required to write,
publish and distribute critical changes
in safety policies or procedures,
severely restrict an air carrier’s ability to
make timely changes to their programs,
and significantly impact the workload of
the FAA.
The FAA agrees that changes in flight
attendant manuals have a direct impact
on the safety of the operation. The FAA
disagrees that there is no correlation
between (1) flight attendant manuals
and training performance, or (2) the way
an air carrier communicates its policies
and procedures in flight attendant
manuals and the outcome of an
accident. The NTSB also has recognized
the importance of the development and
availability of standardized procedures
for flight attendants. As stated in NTSB
Report, ‘‘Flight Attendant Training and
Performance During Emergency
Situations’’ ‘‘although flight attendants
provide[d] valuable assistance to
passengers during emergency situations,
they did not always follow their air
carrier’s approved emergency
procedures or perform their duties in
accordance with their training * * *.
There are many examples of flight
attendants who have performed
extremely well, even heroically, during
life-threatening emergencies and who
were responsible for preventing and/or
minimizing injuries to passengers.
Nonetheless, there have been many
examples of flight attendants who
lacked knowledge about emergency
equipment and procedures, or who
acted otherwise contrary to training.’’
NTSB Special Investigation Report 92/
02, p. 35 (adopted June 9, 1992). In light
of the need to have standard operating
procedures, the FAA has retained the
approval requirement in the SNPRM.
Furthermore, the FAA does not
anticipate any significant increase in
administrative burden or delay by
requiring FAA approval of manuals. The
process by which a certificate holder
revises a manual would not change. The
FAA approval of other safety critical
information is now currently required
for revisions to the Airplane Flight
Manual. The FAA is not aware of any
delays caused by this approval process.
The FAA expects that similar approval
timeframes would apply to the proposed
requirements. The FAA also does not
anticipate any increase in workload for
aviation safety inspectors to approve
manual content because aviation safety
inspectors currently spend the same
amount of time and vigilance reviewing
crewmember and aircraft dispatcher
manual contents for acceptance.
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ATA, RAA, United, UPS, Continental,
American, Alaska, Midwest, TWU,
AFA, and several individuals opposed
the implementation of § 121.540,
Manual Procedures Requirements, as
proposed in the NPRM. They all found
the language to be too broad and
overreaching to the extent that FAA
enforcement would extend to the level
of detailed procedures found in
crewmember and aircraft dispatcher
manuals. Many commenters also found
the inclusion of crewmember
responsibility for ‘‘information’’ in the
proposed requirements to be
superfluous and vague. Midwest,
American, FedEx, United, UPS, and
ATA proposed alternate language to
clarify airline and crewmember
responsibilities regarding safety-related
job functions.
The FAA agrees that the scope of
tasks and procedures proposed in the
NPRM was overly broad and the
inclusion of ‘‘information’’ in the
proposed language was too vague. In the
SNPRM, the FAA is proposing to limit
those tasks and procedures for both
manual approval and crewmember
responsibility to ‘‘safety-related duties
and tasks that satisfy regulatory
requirements.’’
ATA, American, Midwest, FedEx, and
UPS stated that training regulations
should not include a requirement for
compliance with the flightcrew member
operating manual. The commenters
stated that there may be times when a
pilot is instructed to behave in a manner
that may conflict with what is specified
in the Flightcrew Member Operating
Manual (FCOM) in order to complete a
training objective (such as incapacitated
pilot, get into upset event, and check
pilot training).
The FAA notes that § 121.540 requires
that each crewmember must perform the
safety-related duties and tasks that
satisfy regulatory requirements
contained in the manual that would be
required by § 121.134, and each
certificate holder must ensure that each
crewmember is trained and checked in
the respective safety-related duties and
responsibilities contained in the manual
that would be required by § 121.134.
Training and operational effectiveness
are enhanced when operational
procedures and crewmember duties are
thoroughly and accurately defined.
Accordingly, the FAA has retained the
requirement for compliance with the
crewmember and aircraft dispatcher
operating manuals.
C. Distance Learning
Current rules are silent on the use of
distance learning to satisfy training and
qualification requirements under part
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121. The FAA has defined distance
learning in guidance as ‘‘learning that is
accomplished by any training method
not including an instructor and a
gathering of trainees co-located in a
traditional classroom’’ and has provided
guidance on the appropriate use of
distance learning in FAA Order 8900.1.
See FAA Order 8900.1, Vol. 3, Ch. 19,
Sec. 5, para. 3–1208 (Sept. 13, 2007)
(flightcrew members); FAA Order
8900.1, Vol. 3, Ch. 23, Sec. 5, para. 3–
1833 (Sept. 13, 2007) (flight attendants);
FAA Order 8900.1, Vol. 3, Ch. 22, Sec.
3, para. 3–1661 (Sept. 13, 2007) (aircraft
dispatchers).
In the SNPRM, the FAA proposes to
codify the guidance material in FAA
Order 8900 regarding distance learning.
The guidance material for flightcrew
members allows academic training and
evaluation to be conducted 100 percent
via distance learning, while the current
guidance for aircraft dispatchers and
flight attendants allows as much as 50
percent of academic training and
evaluation to be conducted via distance
learning. For aircraft dispatchers, in
accordance with existing guidance, the
FAA may approve distance learning in
excess of 50 percent if the certificate
holder can establish the effectiveness of
the distance learning. For flight
attendants, the SNPRM does not
explicitly include a 50 percent
limitation on distance learning.
However, the FAA has established
limits in the SNPRM that are similar to
the 50 percent limit in current guidance
by requiring defined programmed hours
for job performance training, which may
not be accomplished by distance
learning.
American Eagle and RAA
recommended that the proposal be
rewritten to include a precise definition
of distance learning. The FAA defines
distance learning in FAA Order 8900.1.
The FAA did not define distance
learning in the regulations so as not to
limit innovation in training outside the
traditional classroom.
In § 121.1335 of the NPRM and
SNPRM, the FAA proposed to require
specific approval for instruction in a
training environment other than a
classroom for all crewmembers and
aircraft dispatchers. The proposal
allows certificate holders to conduct
training outside a traditional classroom
setting. However, because such training
encompasses many different learning
environments, technologies, and
instructional methods, the FAA has
proposed to require that training
conducted in an environment other than
a classroom, such as training
accomplished by distance learning, be
specifically approved in order to ensure
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that the training would provide the
students with the knowledge and
cognitive skills to perform their required
duties. However, because this
requirement is already captured in
§ 121.1331, the FAA is removing this
section in the SNPRM.
ATA, RAA, American, FedEx, UPS,
Atlas Air, Inc, Southwest, and Midwest
were concerned that the proposed
requirement that recurrent training and
evaluation begin and end within the
eligibility period would not allow for
the use of year-round distance learning.
In the SNPRM, the FAA has removed
the requirement that academic training
begin and end within the eligibility
period. This would allow air carriers to
incorporate distance learning into their
instructional design as long as the
training and evaluation are completed
by the end of the eligibility period. This
change is necessary to accommodate
year-round distance learning, which can
be an effective training delivery method.
In regard to the 50% limit on distance
learning for aircraft dispatchers,
Midwest commented that the FAA is in
effect limiting certificate holders to old
and ineffective methods of training by
placing an artificially generated limit on
distance learning for aircraft dispatcher
training. It contends that this limitation
would be a step backwards regarding
training programs. An individual
commented that, for recurrent training,
air carriers should determine what
percent of a topic, if any, may be
covered though distance learning and
airlines should use a set timeframe for
the distance training to be completed.
Several commenters asked that the
limitation on distance learning be
withdrawn because it is not supported
by any studies or documentation and is
contrary to the ARC recommendations.
On the other hand, TWU commented
that distance learning is unnecessary for
aircraft dispatchers who normally live
and work where they are based. It stated
that although there is no distance
learning requirement for aircraft
dispatchers, such instruction could
become an unnecessary safety loophole.
RAA commented that each of the
instruction areas for which distance
learning is prohibited contains a
knowledge element that is appropriate
for distance learning. Midwest
specifically objected to the restriction
on using distance learning for
dispatcher resource management (DRM)
training and for training on contingency
operations for maintaining operational
control in the event of single or multiple
system failures. Midwest recommended
that these restrictions be removed and
the POI be allowed to approve the
method of training based on its merits.
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In the SNPRM, the FAA is retaining
the restriction on distance learning for
specific areas of instruction for aircraft
dispatchers. Due to the unique nature of
the aircraft dispatcher’s operational
control responsibilities, there is a need
to be able to assess and evaluate a
dispatcher’s knowledge as well as the
dispatcher’s ability to apply that
knowledge with direct instructorstudent interaction in the areas
designated in the dispatcher QPS. For
example, DRM training is the
incorporation of team management
concepts in flight operations. It focuses
on the interaction among flightcrew
members, flight attendants, aircraft
dispatchers, maintenance personnel, air
traffic controllers, and others. CRM and
DRM activities include team building,
information transfer, problem solving,
decision making, maintaining
situational awareness, and using
automated systems. These team-oriented
goals cannot be accomplished through
distance learning. In addition, the FAA
believes that distance learning is
inappropriate for training in
contingency operations because in this
area of instruction it is important to
conduct a hands-on assessment of the
dispatcher’s decision making, workload
management, interpersonal skills,
application of company procedures and
policies, and situational awareness.
Permitting the use of distance
learning where it is appropriate and
where it would not compromise safety
acknowledges the advances made in
training delivery methods. Consistent
with FAA policy in FAA Order 8900.1,
in the SNPRM the FAA is retaining the
50% limitation on distance learning for
aircraft dispatchers. However, as under
current guidance, the FAA may approve
distance learning in excess of 50% if the
certificate holder can establish the
effectiveness of the distance learning.
Because distance learning is considered
part of the approved training program,
to seek approval of any distance
learning, the certificate holder would
follow the procedures for approval and
appeal as set forth in § 121.1337 and
§ 121.1437. See FAA Order 8900.1, Vol.
3, Ch. 22, Sec. 3, para. 3–1661 (Sept. 13,
2007).
D. Training Program: General—
Crewmember Records (§§ 121.1331 and
121.1431)
Current § 121.401 governs the general
requirements for part 121 certificate
holders’ training programs. In the
NPRM, the FAA proposed similar
overall requirements but also proposed
requirements to ensure consistency
between the operating procedures for
each required task in the QPS and the
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operating procedures set forth in the
manual required by § 121.133. The
NPRM also proposed to require a
certificate holder conducting training
under a part 121 approved training
program to train and evaluate the
individuals who administer training or
evaluation within the certificate
holder’s training program. In addition,
the NPRM proposed to require that
records of unsatisfactory results for
flightcrew members include the specific
items for which performance was
unsatisfactory.
Many commenters stated that
crewmember performance records,
which contain personally identifiable
data, could be subject to public inquiry
and be misused or misinterpreted,
creating a potential liability for the
crewmember, the operator, and the
FAA. ATA commented that because the
requirement to keep unsatisfactory
results was intended to help monitor the
adequacy of training programs, that
objective can be met with de-identified
data as is currently done with AQP.
They recommended that an operator be
allowed to de-identify such data after a
pilot has satisfactorily completed a
curriculum and hold that data outside of
the crew record system.
The requirements set forth in
§ 121.1331(f)(1) and § 121.1431(e)(1) are
consistent with the requirements in new
§ 121.684, which would replace current
§ 121.683. In the SNPRM, the FAA has
retained the provisions that would
require that certification of crewmember
and dispatcher knowledge and
proficiency be included in the records
required under current § 121.683, in
§ 121.684. For flight attendants, the FAA
agrees that only records of satisfactory
completion are necessary to determine
whether a flight attendant is qualified.
The FAA proposes to remove the
requirement that unsatisfactory
performance be included in flight
attendant records. The FAA has
amended the SNPRM language
accordingly.
TWU Local 550 and TWU sought
clarification regarding what information
the FAA expects to receive when a
certificate holder reports a failed
proficiency test, proficiency check, or
practical test for aircraft dispatchers
under proposed § 121.1439(f).10 They
recommended that the FAA require only
empirical data and stated that personal
information is unnecessary. TWU Local
550 suggested that failures should be
reported to the Administrator as a
10 The FAA proposed requirements for reporting
unsatisfactory results for aircraft dispatchers in
§ 121.1439. Based on substantive revision of
§ 121.1439, these requirements are now set forth in
§ 121.1431(e)(1).
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percentage on a monthly, quarterly,
semi-annual, or annual basis. RAA
noted that the section-by-section
analysis indicates that the purpose of
reporting failed tests and checks is to
ensure that, if repeat failures occur, the
operator would ‘‘correct the program’’ as
part of the CAP. RAA acknowledged the
usefulness of an operator accounting for
such ‘‘failures’’ within its CAP but failed
to see a valid reason why it is necessary
for the operator to report individual
failures to the FAA. RAA requested that
the provision be withdrawn as
redundant to the CAP.
The information required by
§ 121.1431(e)(1) is necessary for
assessing the overall effectiveness of the
certificate holder’s training program. It
is also necessary for assessing the
operational control capabilities of
individual dispatchers and is
appropriate information for a
dispatcher’s records. The reporting of an
individual’s failure would help the FAA
to identify whether there is a problem
with an individual who is exercising
operational control or whether there is
a problem with the certificate holder’s
training program.
In addition to concerns regarding the
confidentiality of crewmember and
dispatcher records, commenters also
stated that the requirement for lesson
plan approval is onerous and would
hamper the airlines’ ability to update
and improve their training in a timely
manner.
In the SNPRM, the FAA proposes to
amend §§ 121.1331(e)(1) and
121.1431(d)(1) to clarify that certificate
holders must provide curriculums and
curriculum categories as a means of
demonstrating that they have satisfied
all of the training and evaluation
requirements of part 121. The FAA
intends that, under the proposed
regulations, a certificate holder would
submit a training program for approval
that includes these requirements. While
the FAA expects that the detailed course
material (e.g., lesson plans and
handouts) used to meet this training
requirement would be available for FAA
review, the FAA does not intend
certificate holders to submit all course
material as part of training program
approval. The FAA has revised the
proposed language in § 121.1337(a)(6)
and § 121.1437(a)(4) to state that the
certificate holder must make all training
and evaluation materials available for
review upon request by the FAA to
clearly reflect this intent.
American Eagle noted that, while
pilots certainly need to be kept current
on any information affecting the aircraft
that they fly, it is not necessary that
pilots be kept informed of changes to an
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29359
air carrier’s policies and operation that
may not be pertinent to their duties,
such as some changes in the air carrier’s
maintenance program. It stated that
§ 121.1331 should be amended to
require that pilots be kept current only
on the subject matter that affects their
performance.
The intent of the regulation was to
keep crewmembers current only on
those changes in air carrier policies and
procedures that are pertinent to their
duties. The FAA has clarified this
requirement in the SNPRM.
ATA and Southwest noted that minor
changes to policies and operations may
be conveyed in various formats. They
contend that, depending on the
criticality and complexity of the change,
inclusion in the curriculum is not
always the most effective and timely
means of conveying information and
that other appropriate means could
include bulletins and electronic
messages.
The FAA notes that the proposed
requirements do not prevent an air
carrier from disseminating information
via bulletin. The proposed requirements
merely ensure that the information is
included in the training program, as
appropriate. Therefore, the FAA
proposes no change to the language in
the SNPRM.
ATA, American, and Southwest
commented that the detail required in
the QPS would unnecessarily expand
the manual and a flight attendant’s
responsibilities. Southwest stated that
the manual is an operations manual, not
always a training manual. Southwest
noted that an operations manual lists
what tasks should be done, not
necessarily how to perform each task.
The FAA notes that the intent of the
proposed requirement is to ensure that
the operating procedures in the
crewmember manuals and the training
program are consistent. The detail in the
operations manual should be at a level
that is appropriate for that document.
Therefore, the FAA proposes no change
to the language in the SNPRM.
Continental commented regarding the
requirement that the person responsible
for instructing or evaluating has
certified in writing or electronically that
the crewmember is knowledgeable and
proficient in the specific subject, task, or
environment. It stated that this
requirement would not accommodate
situations where direct access to
computerized recordkeeping systems is
not always possible, for example during
outages or at remote locations. It stated
that in such cases someone other than
the instructor or evaluator would make
the entry. It noted that a transmittal
sheet is used to verify that an entry is
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correct no earlier than 48 hours after
initial entry and by another individual.
Continental indicated that, once the
information is verified, the transmittal
sheet is destroyed. It commented that
the transmittal sheets are subject to FAA
inspection within the 48-hour window.
Continental and other commenters
suggested that the rule state that ‘‘the
certification required by (f) shall be
recorded in the crewmember’s record in
a manner approved by the
Administrator.’’
Because the suggested change
provides the air carrier with the needed
flexibility to use the most efficient
system, the FAA has amended the
SNPRM language to include ‘‘by a means
approved by the Administrator.’’
However, the FAA notes that the
proposal in the SNPRM merely
establishes the records that need to be
maintained and does not impose the
type of recordkeeping system that must
be used. Therefore, an air carrier may
determine the complexity of its
recordkeeping system.
E. Training Program: Curriculum by
Aircraft Type and Curriculum by
Aircraft Type and Operation
(§§ 121.1333 and 121.1433)
Under current rules, the requirements
for training program curriculums are
found in § 121.403 and § 121.415. The
requirements for special airport
qualifications are located in § 121.445.
In the NPRM, the curriculum
requirements were generally similar to
current regulations but some additional
requirements were proposed. For
example, the NPRM proposed specific
training requirements for flightcrew
members regarding the nature and
effects of safety hazards and periodic
weather extremes and their effect on
operations. In addition, the NPRM
required certificate holders to integrate
CRM and DRM training into their
curriculums. The FAA also proposed to
make some clarifying revisions and to
include requirements for additional
training equipment that is used by the
air carrier in its training program.
Some commenters, including ATA,
American, Southwest, Midwest, UPS,
and FedEx stated that the training
program requirements in
§ 121.1333(b)(1)–(6) were impossible
because a certificate holder could not
ensure that each crewmember remains
trained, proficient, and knowledgeable
in all of those areas. Commenters
recommended that the proposed
language be revised to clarify that the
certificate holder has the responsibility
to provide training and evaluation to
crewmembers and that satisfactory
completion of that training and
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evaluation satisfies the certificate
holders’ responsibility to ensure that the
crewmember possesses adequate
knowledge, skills, and proficiency to
accomplish his or her duties.
In the SNPRM, the FAA has revised
the language to clarify that certificate
holders must provide the training and
evaluation necessary to ensure that
crewmembers and aircraft dispatchers
have demonstrated proficiency in the
areas specified in § 121.1333(b). The
FAA has made similar changes to
§ 121.1433(b).
Southwest commented that, under the
proposed regulation, differences
training must be included in all
academic and job performance training
segments for purposes of training and
evaluation. It stated that differences
would not always require job
performance training and recommended
that the requirement be revised to
clarify that differences would not
necessarily be applied to all job
performance training. The FAA agrees
that differences would not necessarily
require job performance training and, in
the SNPRM, has included clarifying
language in § 121.1333(c)(5).
RAA also sought clarification as to
what is required for differences training
for aircraft dispatchers. The FAA notes
that differences training and evaluation,
when discussed as a curriculum
category, requires additional training
and evaluation on a particular aircraft
type when the Administrator finds,
during the training program approval
process, that the training and evaluation
is necessary before that aircraft
dispatcher may serve in the same
capacity on a particular variation within
a series of an aircraft type or a different
series within an aircraft type.
An individual commented that the
language in § 121.1333(b)(3) suggests
that there is an alternative to an FCOM.
There is no alternative to an FCOM and
the FAA has removed the language from
(b)(3) to clarify the requirement.
An individual requested clarification
regarding what is meant by abnormal,
non-normal, and emergency procedures
as referenced in § 121.1333(c)(3). The
FAA notes that these terms, as presently
used in § 121.403, retain their current
meaning in § 121.1333.
TWU commented that the
requirements set forth in proposed
§ 121.1433(b)(2) through (b)(4) that
would require an aircraft dispatcher to
remain knowledgeable of the
information contained in multiple
manuals as well as the newly required
Aircraft Dispatcher’s Procedures
Manual, are too burdensome and would
result in increased time demands and
undue pressure. The FAA notes that the
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requirement for a dispatcher to remain
knowledgeable of the information
contained in multiple manuals is no
different from current regulatory
requirements. Dispatchers are not
required to know every single item in a
set of manuals; however, they should
know the contents of a manual so that
they may easily reference the correct
manual when specific information is
needed.
F. Training Program: Administering
Training and Evaluation (§§ 121.1341
and 121.1439)
Sections 121.411(a)(1)–(2) and
121.412(a)(1)–(2) require that
proficiency checks for training and
evaluation must be given by the
Administrator or a check airman. In the
NPRM, the FAA provided further
clarification regarding who may be
authorized to conduct training and
evaluation and supervise individuals
undergoing operating experience, by
affiliation and position, including those
persons beyond the current
authorizations listed in §§ 121.411 and
121.412. This information now appears
in the SNPRM in Table 3C of appendix
Q.
Upon further review, the FAA noted
that § 121.1341 and § 121.1439
contained many requirements that were
addressed in more detail in other areas
of the proposal. The FAA has removed
the duplicate requirements and these
sections now address requirements for
individuals administering training or
evaluation and the unauthorized use of
equipment and facilities in training
programs. The FAA has clarified that
individuals responsible for conducting
training and evaluation must be familiar
with the facilities and equipment
specified in the certificate holder’s
approved training program.
With regard to the proposed
requirement that persons providing
training must be familiar with the
facilities and only use the facilities
specified in the training program to
administer training and evaluation,
Ameristar Air Cargo (Ameristar)
commented that the term ‘‘facilities’’ is
limited and does not recognize that
academic training can be accomplished
anywhere there is a computer, provided
the individual is aware of how to
complete the training.
The FAA did not intend to limit an
air carrier’s flexibility regarding the
instructional design of, and delivery
methods for, its training program.
Because these sections address the
delivery of both academic and job
performance training and evaluation,
the broad reference to ‘‘facilities,
equipment, and procedures’’ is
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necessary. To clarify, the FAA has
revised the language in the SNPRM by
adding the phrase, ‘‘as appropriate.’’
American commented that the
requirement to list the names of all
approved instructors and check persons
in the QPS is burdensome due to the
changing nature of that population on a
regular basis. Commenters suggested
language that training and evaluation
activities must be administered by the
persons listed in the certificate holder’s
approved recordkeeping system.
The NPRM did not require certificate
holders to list the names of all approved
instructors and check persons in the
QPS. As proposed, § 121.1341 and
§ 121.1439 merely direct that training
and evaluation may be administered
only by the persons who are current and
qualified in the positions set forth in the
applicable tables in the QPS. The QPSs
specify the positions eligible to be
authorized to administer training,
evaluation, and observation activities
under subparts BB and CC for the part
119 certificate holder. The FAA notes,
however, that other provisions in
subparts BB and CC, such as
§§ 121.1321 and 121.1323, require
certificate holders to submit the names
of persons who would be administering
training and evaluation for acceptance
by the FAA. This facilitates effective
FAA surveillance of an air carrier’s
training program.
American also asked for clarification
regarding the proposed provision that
would deny credit for any training or
evaluation conducted by an unqualified
individual or conducted without the use
of approved facilities or equipment. The
FAA clarifies that if an individual
completes a training or evaluation
activity, the FAA would not consider
the activity to be completed if the
certificate holder used facilities,
equipment, or materials that were not
specifically approved for that activity as
part of the certificate holder’s approved
training program, or if the certificate
holder used unauthorized or
unqualified persons to administer the
activity. The FAA believes that this
provision is essential to ensure that
training and evaluation are conducted
in compliance with the requirements of
subparts BB and CC. This proposal is
necessary to prevent an unsafe
condition from occurring as a result of
unqualified persons serving as
crewmembers in job performance
training and evaluation.
With regard to § 121.1439, RAA
commented that there is no guidance as
to who or what qualifies as an
acceptable trainer or facility. It contends
that such requirements are completely
arbitrary without further specification.
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RAA requested that the FAA remove
subparagraphs (a), (b), and (c), which
would require the persons
administering training to be acceptable
to the FAA, persons who conduct
evaluations for the certificate holder to
be approved by the FAA, and for
persons administering training or
evaluation to use only the equipment
and the facilities that are specifically
approved for the certificate holder’s
training program.
Specific eligibility, qualification and
training requirements for individuals
who are authorized to administer
training and evaluation are found in
§§ 121.1251, 1253, 121.1255, 121.1257,
121.1271, 121.1281, 121.1291, 121.1321,
121.1323, 121.1337, 121.1379, 121.1381,
121.1383, 121.1385, 121.1387, 121.1421,
and 121.1423. The specific requirements
for training environments and
equipment are found in §§ 121.1347,
121.1351, as well as each QPS, as
applicable. These requirements
establish unambiguous criteria for
instructors, evaluators, training
environments and training equipment
that determine what the FAA requires
for an individual or facility. These
requirements are necessary to ensure
that training is conducted by qualified
individuals in an effective training
environment, using equipment that
results in adequate instruction and
evaluation. In the SNPRM, the FAA has
retained the language as originally
proposed in the NPRM.
G. Continuous Analysis Process (CAP)
(§§ 121.1355 and 121.1441)
The current rules do not require a
CAP for crewmember or dispatcher
training. In the NPRM, the FAA
proposed §§ 121.1355 and 121.1441 as
new requirements based on existing
§ 121.373, which addresses continuing
analysis and surveillance for
maintenance programs. As proposed in
the NPRM, the CAP would ensure that
certificate holders identify and correct
deficiencies in their training programs.
The NPRM proposed notification and
appeal procedures to ensure that any
changes to the CAP were approved by
the FAA. These procedures were
consistent with the training approval
and amendment process for
crewmember and aircraft dispatchers.
RAA and ATA commented that the
CAP provisions should not be adopted
unless the FAA provides more detailed
requirements and develops guidance to
explain how the CAP would be
administered, including how operators
would receive approval for their CAP.
Continental, Ameristar, Midwest,
American, and ATA commented that
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the CAP must be customized to the air
carrier’s individual needs.
The intent of the proposed CAP
requirements in the NPRM was to
ensure that each certificate holder had
a process in place to identify and correct
deficiencies in its training programs. In
light of these comments and the
mandate to establish a remedial training
program for flightcrew members in
Public Law 111–216, the FAA has
revised this process to include more
detailed requirements to ensure that all
crewmembers are monitored throughout
their training and evaluation, and that
any deficiencies in crewmember
performance, or operation of the
training program, are identified and
corrected. See Public Law 111–216,
§ 208(a)(2). Section 121.1355 of the
SNPRM specifies that the CAP must
provide for the regular analysis of
crewmember performance on
proficiency tests and checks to identify
and correct any deficiencies in either
crewmember performance or operation
of the training program(s). For
flightcrew members, the CAP also must
provide for the regular analysis of
flightcrew member performance in
LOFT and FFS courses of instruction to
identify and correct any deficiencies in
either flightcrew member performance
or operation of the training program(s).
In addition, in the SNPRM, the FAA has
specifically required that the CAP
provide for the monitoring of persons
having completed remedial training or
re-evaluation due to the failure of a
proficiency test or check or
unsatisfactory performance during a
LOFT or FFS course of instruction, as
appropriate. In the SNPRM, the FAA
has also revised § 121.1441 to
specifically include review of aircraft
dispatcher performance on proficiency
tests in the CAP. As proposed in the
SNPRM, certificate holders would be
able to develop a CAP for the collection
and use of data that effectively meets
the needs of their operations.
Furthermore, for clarification, the FAA
notes that the CAP is considered part of
the approved training program, and
therefore, is subject to the approval and
appeal procedures set forth in
§ 121.1337 and § 121.1437.
Ameristar questioned whether the
proposed requirement that the CAP
ensure that each training program and
the standards of qualification for each
duty position are documented would
require a certificate holder to develop a
CAP for each duty position. The FAA
notes that a separate CAP for each duty
position is not required. Rather, the
FAA intended the development of one
CAP that contains procedures for
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evaluating all of the various components
of the training program.
ATA, Midwest, and American
commented that the CAP requirement to
conduct at least two annual
standardization meetings to review
training program content, application,
and results is not necessary. They
asserted that program content,
application, and results should be
accomplished through a data-driven
analysis process.
The FAA has retained the
requirement for standardization
meetings because these meetings
provide an important opportunity for
check airmen and APDs to become
aware of and learn from the review of
training program content, application,
and results. However, the
standardization meetings are only one
part of the CAP. The CAP also includes
a data driven analysis process that
requires certificate holders to collect
and analyze specific data to identify and
correct deficiencies in their training
programs.
ATA stated that the FAA estimate of
8 hours for developing the CAP and 2
hours annual burden for maintaining
the CAP is grossly inadequate based on
average time and administrative
expense that certificate holders who
currently train under AQP have
incurred in developing effective data
collection and analysis systems.
The FAA does not intend for the CAP
to meet the detailed data collection
requirements for AQP. The cost
estimates for the NPRM are the time
estimates to prepare and maintain the
actual document that outlines the
certificate holder’s CAP for FAA
approval as part of the approved
training program in accordance with
§ 121.1337. These hours do not account
for the time required to implement the
program. For example, the following
activities are not included in the FAA’s
time estimate: Collecting data; analyzing
data; identifying trends; and identifying
recommendations for necessary changes
in the training program to ensure that
the training program remains effective.
The FAA believes that such costs are
part of the general costs of maintaining
an approved training program and do
not arise from the CAP requirement.
H. Fraud, Falsification, or Incorrect
Statements (§ 121.9)
In the NPRM, the FAA proposed
§ 121.9, a new general requirement for
part 121 that would prohibit false or
fraudulent statements on an application,
record, or report required by this
subpart. The NPRM also specified the
consequences of making a false or
fraudulent statement. Although the
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language would be added to part 121 for
the first time, it is not a new concept in
FAA regulations. Similar language
already appears in 14 CFR 67.403. The
FAA proposed adding the requirement
to part 121 to emphasize the importance
of truthful statements regarding training
and evaluation of crewmembers.
Continental, RAA, and ATA made
similar general comments regarding the
proposed language. They commented
that assignment of responsibility and
potential penalties could easily be
misinterpreted and that a description of
appropriate allocation of responsibility
is missing. They stated that the FAA
should clarify that air carrier
responsibility for fraudulent or
intentionally false statements would
occur only when there is evidence that
the air carrier approved or endorsed
such actions and that individual
employee or contractor actions would
not be automatically attributed to the
certificate holder. TWU commented that
the proposed language is too ambiguous
and therefore could result in an
unnecessary penalty if a mistake is
made. RAA questioned why such
provisions were needed when a
violation of any regulation is fully
enforceable with or without making a
fraudulent or intentionally false
statement. Continental, ATA, and RAA
all requested that the provision be
withdrawn.
In response to the comments
regarding allocation of responsibility,
the FAA states unambiguously that the
air carrier has the ultimate
responsibility for regulatory
compliance. The FAA notes, however,
that during the investigation that occurs
when the FAA has reason to suspect
non-compliance with any regulation,
careful consideration is given to all the
facts and circumstances including
evidence of air carrier approval or
endorsement of such actions and
individual employee or contractor
actions. Furthermore, the FAA
emphasizes that fraud, falsification, and
incorrect statements regarding
crewmember training and evaluation
could result in a failure to satisfy the
minimum training and evaluation
requirements. This directly affects
aviation safety. For the reasons stated
above, the FAA is retaining this
requirement, as originally proposed, in
the SNPRM.
I. English Language Requirement
(§§ 121.1209 and 121.1407)
Current regulations require English
language proficiency for flightcrew
members and aircraft dispatchers under
14 CFR parts 61, 63 and 65. See 14 CFR
61.123(b), 61.153(b), 63.31(b), 65.33(c)
(2010). There is no similar provision for
flight attendants. In the NPRM, the FAA
proposed an English proficiency
requirement for flightcrew members,
flight attendants, and aircraft
dispatchers.
RAA commented that the proposed
requirements in §§ 121.1209 and
121.1407 were redundant for flightcrew
members, as this requirement is already
contained in §§ 61.123(b), 61.153(b),
and 63.31(b). It stated § 65.33(c) already
contains an English language
requirement for aircraft dispatchers.
Several commenters also stated that this
requirement was unnecessary for flight
attendants. Atlas Air and Midwest
raised concerns that the English
language proficiency evaluations
required under § 121.1209 would place
an undue burden on operators. The
National Air Carrier Association
(NACA) suggested that there may be
liability issues due to the fact that there
appears to be a difference between the
FAA and individual companies
regarding the definition of English
proficiency. Also, Horizon, Midwest,
American Eagle, and Ameristar noted
that the NPRM contained no standards
for assessing an individual’s reading,
writing, and speaking skills. Some of the
commenters, including RAA, suggested
that successful completion of the
training program conducted in English
would qualify as a demonstration of
proficiency. ATA suggested that the
FAA add two new paragraphs to
§ 121.1209 to codify this method, as
well as acceptance of an airman
certificate with an English language
endorsement.
In the SNPRM, the FAA is retaining
the English language requirements.
After considering the comments,
however, the FAA is proposing to add
two new paragraphs to §§ 121.1209 and
121.1407 to clarify acceptable methods
of assessing an individual’s proficiency
in reading, writing, speaking, and
understanding English. Successful
completion of the certificate holder’s
approved training program conducted
solely in English would be an
acceptable method for demonstrating
English proficiency. This requirement
would ensure that flightcrew members,
flight attendants, and aircraft
dispatchers have the ability to
communicate with each other and that
air carriers have consistent assessment
methods.
J. Crewmember and Dispatcher Record
(§§ 121.683 and 121.684)
The current provisions in 14 CFR
121.683 require a certificate holder to
maintain records for each crewmember
and aircraft dispatcher to show that the
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individual meets the qualification
standards and has satisfied the training
requirements in subparts N, O, and P.
However, these requirements do not
conform to the statutory requirements in
the Pilot Records Improvement Act of
1996 (PRIA) (49 U.S.C. 44936(f) and (g)).
In the NPRM, the FAA proposed to
revise current § 121.683 to conform to
the statutory requirements in PRIA and
to apply similar requirements for all
crewmembers and aircraft dispatchers.
PRIA (49 U.S.C. 44703(h)) requires
that, before allowing a pilot to begin
service, an employing air carrier must
request and receive information
concerning that individual, including
certain records from other air carriers
that have employed the person as a pilot
in the previous five years. PRIA requires
that the former employing air carrier
provide records pertaining to the
individual that are maintained by the air
carrier under § 121.683 (other than
records relating to flight time, duty time,
or rest time) and other records
pertaining to the individual’s
performance as a pilot that are
maintained by the air carrier concerning
the training, qualifications, proficiency,
or professional competence of the
individual, including comments and
evaluations made by a check airman. In
the NPRM, the FAA proposed to revise
current § 121.683 to make it consistent
with the records that must be provided
by an air carrier under PRIA. In
addition, the NPRM proposed to apply
similar requirements to the records of
flight attendants and aircraft
dispatchers.
Several commenters, including
American, RAA, Midwest, TWU, and
American Eagle, stated that disciplinary
actions do not belong in a pilot’s
training records. They were concerned
about privacy issues and stated that
instructors and check pilots should not
be able to view those actions. They
asserted that the training records should
show only the training and evaluations,
whether those events were successfully
accomplished, and if remedial training
was conducted, if applicable. They did
not believe it was appropriate to require
that records include instructor
comments and reasons for
unsatisfactory performance on tasks.
The FAA notes that current § 121.683
contains requirements for maintaining
more than just training records. It
requires the maintenance of records
concerning the release from
employment or physical or professional
disqualification of any flightcrew
member or aircraft dispatcher.
Therefore, in the SNPRM the FAA has
maintained the requirements for the
maintenance of other than flight training
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records. In addition, in the SNPRM
under § 121.684, the FAA proposes to
codify current guidance contained in
FAA Order 8000.88 that addresses how
the records should be kept. FAA Order
8000.88, PRIA Guidance for FAA
Inspectors (Mar. 14, 2006). In addition,
in the SNPRM, the FAA has clarified in
§ 121.684(a)(2) that only check person
comments are required to be
maintained, which is consistent with
the statutory requirements of PRIA. The
FAA has also amended language in
§ 121.684(b) in the SNPRM to require
that all records, except for records on
flight time, duty and rest periods, must
be maintained for at least 5 years.
K. Management and Technical
Personnel Required for Operations
Conducted Under Part 121 of This
Chapter (§ 119.65)
In the NPRM, the FAA proposed a
revision to § 119.65, which requires at
least one line qualified check pilot, and,
if appropriate, at least one check flight
engineer, for each aircraft make and
model and aircraft type for which the
certificate holder has more than five
pilots. Under the proposed rule, a check
pilot or check flight engineer would be
able to hold the additional position of
Director of Safety, Director of
Operations, or Chief Pilot, if the check
pilot or check flight engineer meets the
requirements of the additional position.
NACA and Midwest are strongly
opposed to the change and stated that
the FAA should not make check airmen
part of the required management
personnel. Midwest stated that the role
of the line check pilot is ensuring that
training has been effective, not
managing the training process. Midwest
and ALPA suggested that if the FAA
wants to add personnel responsible for
managing training to the required staff
at an airline, the Director or Manager of
Training would be a much more
effective choice. Midwest further stated
that it, as well as its union, do not
consider line check pilots to be
management personnel. It contends that
if the FAA proceeds with this change
there would be a contractual issue that
could cause a significant turnover in
line check pilots. Ameristar stated that
requiring a check airman would add to
the certification of new entrants and is
a redundant requirement because
current § 119.67(b) requires the chief
pilot to be type rated on at least one
aircraft type the carrier operates.
The requirement, as proposed in the
NPRM, was intended solely to ensure
adequate staffing for flightcrew member
line checks. In addition, the FAA notes
that the language in § 119.65(a) states
that the section applies to both
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management and technical personnel.
As long as the proposed requirement is
met, there is nothing that compels an
airline to confer a particular
employment status on an employee. To
clarify that the provision applies to
management and technical personnel,
the FAA proposes in the SNPRM to
include technical personnel in the title
of § 119.65.
An individual stated that the FAA
should additionally require at least one
qualified check flight attendant for each
aircraft type for which the certificate
holder has more than ten flight
attendants. The individual also
recommended requiring at least one
qualified check dispatcher for more than
four dispatchers.
As stated previously, the intent of the
requirement is solely to ensure adequate
staffing for flightcrew member line
checks. Line checks are not required
activities for flight attendants or aircraft
dispatchers; therefore, this suggested
change is unnecessary.
L. Applicability (§§ 121.1201 and
121.1401)
In the NPRM, the FAA made some
conforming changes to part 135 that did
not impose new requirements on part
135 operators. An individual
commented that the FAA should not
require part 135 commuters to comply
with these regulations. The NPRM and
the SNPRM do not introduce any new
requirements for part 135 and do not
affect part 135 operations except for
those part 135 certificate holders who
must train in accordance with the
provisions of part 121. See 14 CFR
135.3(c).
Atlas Air and NACA both commented
that it is unclear as to whether the duty
positions of current check persons
would be grandfathered under the new
rule. Atlas Air suggested that the
transition of check persons and
evaluators to the new regulatory
requirements should be part of the
transition plan that each air carrier must
coordinate with the FAA under
§ 121.1202(b).
In the SNPRM, the FAA has added
paragraph (c) as a grandfather provision
that allows persons qualified in a
training or evaluation position under
the current rules to meet the
requirements of the proposed rule
without having to repeat certain
training. The FAA has also clarified in
§§ 121.1202(b)(2) and 121.1402(b)(2)
that this requirement would become
part of an air carrier’s transition plan.
Also, the FAA has added designated
flight engineer examiners (DFEE) to the
list of check persons.
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M. Training Program: Contract Training
Requirements (§ 121.1339)
Current regulations that govern
training centers that provide training
under contract or other arrangement for
air carriers are found in 14 CFR part
142. In the NPRM, the FAA proposed
additional rules regarding the use of
another certificate holder certificated
under part 119 or a training center
certificated under part 142 to conduct
crewmember training. The NPRM
clarified the conditions a certificate
holder must meet in order to use
persons from another part 119 certificate
holder or a part 142 training center in
its training program. The proposed
requirement also ensured that the
training is specific to the certificate
holder, even if administered by
someone other than an employee of the
part 119 certificate holder. Under the
proposal in the NPRM, all training
materials, FSTDs, and other training
equipment would have to meet the
requirements of subpart BB, and be
specifically approved for use in the
certificate holder’s program. In addition,
any instructor or check person must be
qualified under subpart BB and
approved by the POI to provide training
and evaluation in the certificate holder’s
program.
The NTSB commented that it
supports the NPRM’s proposals for
establishing qualifications for training
centers and other 14 CFR part 119
facilities. Flight Safety International
(Flight Safety) commented that there
was inadequate verbiage in § 121.1339,
as it does not specify if part 142 training
centers already approved by the FAA
Training Center Program Manager
(TCPM) would be considered acceptable
locations for academic training in the
classroom or if they must go through an
additional approval process under
subpart BB.
The FAA does not believe it is
necessary to add language to § 121.1339
to except part 142 training centers from
the requirement that the certificate
holder must have the facilities it
proposes to use for academic training
approved. Section 121.1337, Training
Program Approval and Amendment
Process, in the NPRM and SNPRM,
proposes that each training program
must be approved by the Administrator.
To obtain approval of a training
program, a part 119 certificate holder
must provide certain information,
including a description of the academic
training facilities to be used.
Furthermore, both in the NPRM and
SNPRM, § 121.1335 proposes to require
that academic training hours must be in
a classroom provided by the certificate
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holder unless otherwise approved by
the Administrator. Therefore, academic
training provided in a classroom would
be part of the general training program
approval process for the part 119
certificate holder and would not require
a separate approval process for a part
142 training center.
In addition, in the SNPRM, the FAA
has addressed the timeframes for
transition from current rules to
proposed rules for certificate holders
who are required to meet the
requirements of subparts BB and CC.
Section 121.1202 outlines the process
for transitioning from training programs
established in accordance with subparts
N, O, and P of this part to the training
program requirements provided in
subparts BB and CC of this part. At the
completion of the transition process,
certificate holders must meet the
requirements of subparts BB and CC.
Any part 142 training center that is
providing contract training for a part
119 certificate holder must transition to
the new requirements of subpart BB as
that part 119 certificate holder
transitions to the requirements of
subpart BB.
Flight Safety also raised concerns that
the proposal in the NPRM dilutes the
intent of contractual arrangements
allowed between part 121 certificate
holders and part 142 training centers
and does not adequately clarify how
contractual arrangements are used to
meet certificate holder training
requirements. Flight Safety also stated
that the basic intent of the special rule
should be to allow certificate holders to
contract with approved part 142 training
centers and use the part 142
qualification of instructors and
evaluators to meet the requirements of
the applicable parts of part 121. Flight
Safety further stated that the language
used in the proposed rule does not
adequately address the use of simulators
through contract training with part 142
training centers.
The intent of the proposal in the
NPRM was to provide flexibility for
certificate holders by allowing training
programs to be administered by nonemployees. It also maintained the
integrity of the training program and
ensured that only those persons and
equipment specifically approved for the
program would be used. In the SNPRM,
the FAA has revised the language in
§ 121.1339 to adequately clarify (1) how
contractual arrangements could be used
to meet the certificate holder’s training
requirements under subpart BB and CC;
(2) how part 142 training center
instructors and evaluators may be
qualified to meet the requirements of
the applicable parts of part 121; and (3)
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how simulators may be used through
contract training with part 142 training
centers.
N. Curriculum Category Requirements:
Check Pilot, Check Flight Engineer, or
Check Flight Attendant Initial,
Transition, and Recurrent Academic
Training (§ 121.1381)
Current § 121.413 provides for the
initial and transition training and
checking requirements of check airmen
(airplane) and check airmen (simulator).
The NPRM proposed requirements for
initial, transition, and recurrent
academic training for check pilots,
check flight engineers, and check flight
attendants. It contains the same
requirements in current § 121.413,
which apply to check airmen. The FAA
based its recurrent academic training
requirements on current part 121,
appendix H, Advanced Simulation
Training Program. The FAA has
established these requirements to ensure
that each check person remain
proficient in the knowledge and skills
necessary to evaluate crewmembers.
Continental stated that the proposal
appears to conflict with or omit the
semiannual standardization meeting
requirements of §§ 121.1253(d)(2)(ii)(A)
and 121.1355(a)(2). The requirement to
attend standardization meetings is not
necessary in this section. Therefore,
there is no conflict with §§ 121.1253
and 121.1355. The standardization
meetings are not curriculum category
requirements and therefore are not
appropriate to include in § 121.1381.
The proposed requirement to have
standardization meeting is in
§ 121.1355(a)(2), the proposed
requirement for check airmen to attend
the meetings is in § 121.1253, and the
proposed requirement for APDs to
attend the meetings is in § 121.1271.
American requested deleting
§ 121.1381(a)(5)(i), which proposed to
require training in proper evaluation of
student performance, including the
detection of improper or insufficient
training. Proposed § 121.1381(a)(5)(i)
repeats the current requirement in
§ 121.413(c)(4)(i). The FAA did not
propose changing this requirement and
believes it remains a valid requirement
because the instructor’s ability to detect
improper or insufficient training helps
to ensure the instructor’s proficiency as
an instructor. Therefore, the FAA has
retained the requirement in the SNPRM.
O. Training Program: Academic
Evaluation (§ 121.1343)
Although there are requirements for
academic testing in the current
regulations, there are no requirements
for how those academic evaluations are
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to be developed or implemented. In the
NPRM and SNPRM, the FAA has
included specific requirements
regarding development, maintenance,
and implementation of academic
evaluations. ATA and Continental
stated that the proposed assessment
rules appear to preclude oral
examination, which the FAA has long
recognized as a fundamental assessment
technique. They requested that it be
preserved. In the SNPRM, the FAA has
added language in the QPSs to clarify
that oral examination is still appropriate
under the proposed requirements.
RAA stated that it is unclear whether
test questions have to be approved by
the FAA for every class based on the
proposed QPS requirement for
knowledge assessment that states that
‘‘the form and content of each test must
be approved by the Administrator.’’
RAA noted that this requirement would
be more restrictive than AQP.
The FAA did not intend that each
individual test question and test be
approved by the FAA. Rather, the intent
was that the method of developing and
administrating academic tests be
approved by the FAA under the general
training program approval process
required in § 121.1337. In the SNPRM,
the FAA has revised the requirement in
§ 121.1343 to clarify that it is only
necessary to establish a method to
develop written, oral, or electronic tests
that is approved by the Administrator as
part of the approved training program.
ATA, UPS, Midwest, American, RAA,
Continental, and FedEx commented that
the proposed requirement for random
selection of tests would require an
automated assessment process that
would require additional staff and
computer software changes. They
contend that such costs were not
mentioned in the regulatory evaluation.
They stated that the requirement is
logistically complex and expensive.
Horizon and Alaska commented that
their lack of computer testing
complicates their ability to meet the
criteria in this rule. The commenters
suggested that the rule be clarified to
reference the random selection strategy
of paragraph (d) and to simply state that
the use of the random strategy is
sufficient to generate the desired result.
FedEx proposed specific language to
address this concern, specifically that
the certificate holder must create tests
using the random selection method
described in paragraph (d) so that each
student receives a different test each
time the student is tested on an area of
instruction.
In the SNPRM, the FAA has retained
the requirement that the certificate
holder create tests using the random
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selection method. However, the FAA
has removed the language that required
the certificate holder to ensure that each
student receives a different test each
time the student is tested on an area of
instruction.
P. Training Program: Training
Equipment Other Than Flight
Simulation Training Devices
(§ 121.1351)
Current regulations do not provide
specific requirements for training
equipment other than flight simulation
devices except to require that they are
adequate.
The NPRM established requirements
for training equipment, other than
FSTDs, that is used in an approved
training program. These requirements
are needed to ensure that all equipment
used in training programs is adequate
for the task for which it is to be used.
Such equipment includes portable
emergency equipment, aircraft exits,
and equipment for overwater
operations. The NPRM also proposed to
require that all training equipment be
specifically approved by the
Administrator for the certificate holder,
the duty position, and the procedure
involved and that each piece of training
equipment replicates certain
characteristics or functions of
equipment on the airplane. The NPRM
also proposed to require that a
discrepancy log be kept in close
proximity to each piece of training
equipment.
American Eagle, Continental, ATA,
American, United and an individual
commented that the requirement for
certificate holders to duplicate
equipment furnishings, such as stowage
areas and aircraft compartments, in
training centers would add significant
cost and barriers to training and would
lead to a significant increase in training
injuries without providing a
commensurate level of improved
crewmember training.
The focus of the requirement is the
removal of each piece of emergency
equipment and training device from the
same bracket or securing device that is
used on the aircraft prior to being
operated by each flight attendant. In the
SNPRM, the FAA has removed the
phrase ‘‘as installed in the aircraft,
including all equipment and furnishings
that may affect the operation of that
equipment.’’ The FAA did not intend for
air carriers to replicate stowage areas
and aircraft compartments for use
during hands-on job performance drills.
The Association of Flight Attendants
(AFA) supported the language as
proposed but requested clarification
regarding the phrase ‘‘force and travel’’
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as it pertains to what the equipment
must duplicate. AFA commented that,
in order to cover all types of training
equipment, the requirement be revised
to read ‘‘The required force, actions, and
travel of the equipment.’’ In the SNPRM,
the FAA has added the term ‘‘actions’’ to
the proposed requirement in order to
cover all types of equipment used for
training.
American Eagle, ATA, Continental,
Midwest, American, and FedEx all
generally commented that the proposed
requirements for recording
discrepancies were too prescriptive and
that the proposed language limited an
air carrier’s flexibility to determine the
most efficient reporting system for their
operation. Commenters suggested
alternative language to require that
emergency training equipment must
have a method of documenting
discrepancies, such as replacing
‘‘discrepancy log’’ with ‘‘method of
documenting discrepancies’’ and
replacing ‘‘log’’ with ‘‘documenting
system.’’ In the SNPRM, the FAA has
revised the proposed language to be less
prescriptive and give air carriers
flexibility to determine the most
efficient reporting system for their
operation.
ATA commented that the proposed
requirements should allow training to
continue if equipment is in a degraded
state due to minor missing,
malfunctioning, or inoperative
components of the equipment. ATA and
Midwest also commented that the
proposed requirement was overly broad
and open to interpretation. They stated
that as drafted, these requirements
would extend to training equipment
such as life vests and fire extinguishers.
The purpose of the proposed
requirement is to ensure that
crewmembers do not receive training on
emergency equipment that does not
replicate the equipment they would use
in emergency situations in aircraft
operations, including life vests and fire
extinguishers. In the SNPRM, the FAA
continues to prohibit the use of training
equipment with a missing,
malfunctioning, or inoperative
component to meet crewmember
training or evaluation requirements for
tasks that require the use of the correctly
operating equipment. In the SNPRM, the
FAA continues to extend the
requirement to all training equipment.
Midwest commented that drills that
are accomplished in a cabin trainer
include group exercises involving
passenger control, adverse conditions,
and other scenarios. It stated that the
skills exercised in these drills are not
airplane type specific and can be
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accomplished in any ‘‘type’’ of cabin
trainer.
The goals and objectives of much of
the scenario-based training and group
exercises, such as passenger control,
briefings, cabin preparation, CRM, and
communication and coordination, can
be accomplished in a general cabin
trainer or classroom. The proposed
requirements in this section apply to
training equipment used to accomplish
job performance requirements where
replication of the actual equipment used
in operations is key to the learning
objectives of the drill.
Q. Curriculum Category Requirements:
Crewmember New Hire (§ 121.1363)
Current § 121.415 requires that a
training program must provide a Basic
indoctrination ground training for
newly hired crewmembers or aircraft
dispatchers including 40 programmed
hours of instruction, unless reduced
under § 121.405 or as specified in
§ 121.401(d).
The NPRM proposed requirements for
new hire training for pilots, flight
engineers, and flight attendants. The
NPRM required new hire training for
crewmembers qualifying for the first
time for the certificate holder and for
flight attendants who were required to
complete phase III requalification
training, which includes new hire
training. AFA recommended listing the
required hours in the regulation to clear
up any ambiguity and possible
misinterpretation of the hours required
for training proficiency.
Programmed hours are set forth in the
QPS, which is regulatory and must be
considered in conjunction with the rule
sections in subparts BB and CC. The
FAA has determined that the language
in the NPRM was appropriate and is
maintaining the language in the
SNPRM.
Ameristar recommended citing the
exact QPS appendix letter in the
wording of § 121.1363(b)(1). When
referring to multiple training
populations, the FAA has used
‘‘applicable QPS requirements.’’ The
FAA has determined that the language
in the NPRM was appropriate and is
maintaining the language in the
SNPRM.
ATA, American, FedEx, and UPS
commented that new hire training
should only be a one-time event
whether an individual is a pilot or a
flight engineer. The commenters
recommended using a general term
‘‘flightcrew member new hire’’ instead of
‘‘pilot new hire’’ and ‘‘flight engineer
new hire.’’
In the SNPRM the FAA has retained
the term ‘‘crewmember new hire’’
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because this term is applicable to all
crewmembers. The FAA recognizes that
once a flight engineer receives new hire
training at a certificate holder the flight
engineer would not need to receive new
hire training again if he or she became
a pilot for the same certificate holder.
R. Initial Cadre for Crewmembers and
Aircraft Dispatchers (§§ 121.1257,
121.1323, and 121.1425)
1. Check Airman Initial Cadre
(§ 121.1257)
For new certificate holders initiating
service, and existing certificate holders
adding new airplane types to their
operation, it is necessary to establish a
check airman program to conduct
training and evaluation. In order to
establish a check airman program,
initial cadre check airmen are first
required. Initial cadre check airman
candidates must first become fully
qualified as flightcrew members and
then be trained, evaluated, and
approved as check airmen. Current
provisions in subpart N do not address
a training process for initial cadre check
airmen. Rather, a recommended process
is set forth in FAA Order 8900.1, Vol.
3, Ch. 20, para. 3–1427 (Sept. 13, 2007).
The FAA proposed to codify this
process in the NPRM.
ATA, Continental, American,
Midwest, and FedEx requested the FAA
reconsider regulating initial cadre
programs. Commenters stated that
current policy in FAA Order 8900.1 on
initial cadre training and evaluation is
adequate and has proven safe.
Commenters stated that maintaining this
guidance provides the necessary
flexibility to develop appropriate
training and qualification as the need
arises.
The FAA believes that the importance
of the initial cadre period, when certain
air carrier employees may provide
training and evaluation without meeting
certain qualification requirements,
requires standardization in the
regulations and is not appropriate for
guidance. The SNPRM, like the NPRM,
proposes to codify FAA policy in the
FAA Order 8900.1, Vol. 3, Ch. 20, sect.
2, para. 3–1427, ‘‘Approval of Initial
Cadre Check Airmen’’ (3/11/09). The
initial cadre program is a practical way
to initiate and build a check airmen
program, and it takes advantage of
proving flights when the operator or
applicant is under close FAA scrutiny.
ATA, FedEx, and American
recommended clarification of the
requirements in § 121.1257(b)(1), which
requires that the person be employed by
the certificate holder, and § 121.1257(e),
which describes the individuals who
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may be used as instructors, check pilots,
and APDs by the certificate holder to
train the initial cadre of check airmen
described under paragraph (b). The
commenters believe these requirements
are in conflict. Commenters also
recommended that the FAA revise
paragraph (b)(1) to require that the
initial cadre check airmen be employed
by the part 119 certificate holder or
comply with § 121.1257(e).
In the SNPRM, the FAA has clarified
the relationship between individuals
who may be trained as the initial cadre
of check airmen for a certificate holder
in paragraph (b), and the individuals in
paragraph (d) who may be used as
instructors, check pilots, and APDs by
the certificate holder to train the initial
cadre of check airmen described under
paragraph (b). Paragraph (d) allows the
certificate holder to use current
employees, employees of part 142
certificate holders, employees of other
part 119 certificate holders, or aircraft
manufacturers to create the pool of
instructors, check pilots, and APDs who
would support the certificate holders
initial cadre program and train the
initial cadre check airmen.
ATA, American, Midwest, and
Continental believe that in
§ 121.1257(b)(4) the last sentence should
be deleted because this section could be
misconstrued to require an initial cadre
check pilot or check pilot to accomplish
the entire syllabus twice, once in each
seat. They stated this would conflict
with the seat dependant task training in
the QPS as specified in § 121.1383(c)(3).
The intent of § 121.1257(b)(4) is not to
require initial cadre check pilots to
accomplish the entire syllabus twice,
once in each seat. In the SNPRM, the
FAA has revised § 121.1357(b)(4) to
clarify that initial cadre check pilots
need to complete seat dependent task
training.
ATA, American, FedEx, and Midwest
believe that the requirement in (b)(5) for
the FAA to observe each of the duties
that the check airman would be
authorized to perform is excessive and
should be replaced with (b)(6), which
requires POI approval for the duties to
be performed.
While approval for an individual to
serve as a check airman under proposed
§ 121.1253 requires signoff by an FAA
aviation safety inspector or APD, in the
case of initial cadre training and
evaluation, it is necessary for the FAA
to have the FAA aviation safety
inspector conduct the observation and
provide the signoff because, in an initial
cadre situation, the certificate holder
would not have an APD. This
requirement is also in accordance with
FAA policy in FAA Order 8900.1, Vol.
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3, Ch. 20, sect. 2, para. 3–1427 (3/11/
09). Therefore, in the SNPRM the FAA
has not revised the requirement.
2. Check Flight Attendant Initial Cadre
(§ 121.1323)
In the NPRM, the FAA proposed to
establish requirements for qualifying an
initial cadre of check flight attendants
when a certificate holder is unable to
meet the requirements of § 121.1321.
The proposed section is necessary to
standardize industry practice for
qualifying an initial cadre of check
flight attendants.
ATA, Midwest, American, and
American Eagle commented that the
NPRM does not require an FAA aviation
safety inspector observing a potential
initial cadre check flight attendant to
have any experience in the aircraft
group or type or be qualified in the
certificate holder’s procedures.
Southwest and ATA stated that the FAA
aviation safety inspectors must be
required to meet the same qualifications
as the flight attendants they are
inspecting.
The aviation safety inspectors (cabin
safety) who are assigned to observe a
certificate holder’s initial cadre check
flight attendants possess the required
knowledge regarding the regulations,
the air carrier’s approved training
program, and the air carrier’s operating
procedures to adequately perform the
observation. Provisions regarding the
training requirements of FAA aviation
safety inspectors are not appropriate for
this rulemaking.
American and Southwest commented
that the NPRM sets forth no appeal
process to contest a termination of an
individual’s initial cadre status. In the
SNPRM, some sections in the rule
language regarding FAA approval, such
as training program approval, contain a
formal appeal process. In the case of
determinations regarding the length of
time that initial cadre status is conferred
on a particular operator, the certificate
holder may appeal the determination
through the CSI. As discussed
previously, this is the process for
appealing any FAA regulations
administered by AVS that permit the
exercise of FAA discretion.
In the NPRM, the FAA set forth a
requirement that each individual check
flight attendant would require approval
by the FAA. American stated that, if
initial cadres of check flight attendants
are required with the implementation of
these regulations, certificate holders
should be allowed to develop check
flight attendant programs that are
approved by the FAA but not
supervised by the FAA. American,
Southwest, and ATA stated that FAA
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oversight of an initial cadre of check
flight attendants introduces a significant
burden on the FAA and may prevent the
certificate holder from selecting and
qualifying employees. They contend
that the certificate holder should
maintain the responsibility of ensuring
the qualification of check flight
attendants through personnel selection
and training and that the FAA should be
responsible for approving and observing
the check flight attendant training
program. Southwest, American, ATA,
and Midwest stated that the FAA
oversight of the check flight attendant
program should be accomplished
through training program approval and
continuous analysis rather than
personnel approval.
In the SNPRM, the FAA has removed
the requirement for approval of
individual check flight attendants.
Instead, the FAA is proposing to require
only that the certificate holder maintain
a current list of all initial cadre check
flight attendants and submit that list to
the FAA. FAA observation of the newly
trained check flight attendants is only
necessary for initial cadre. An existing
certificate holder would be able to meet
the qualification requirements of
§ 121.1321, which allows observation by
another check flight attendant and does
not require any additional FAA
approval.
Southwest commented that certificate
holders with established check flight
attendant programs do not need an
initial cadre designation when adding a
new aircraft type. It commented that as
long as check flight attendants have
received training on the new aircraft
type, there is no need for an initial cadre
of check flight attendants. It contends
that flight attendant duties and check
flight attendant duties do not vary by
aircraft type in the same way that pilot
and flight engineer duties do.
The initial cadre requirements for
check flight attendants are necessary
only when a check flight attendant
candidate does not meet the eligibility
for training requirements of § 121.1321,
which include a requirement to have
served as a flight attendant for the
certificate holder for at least the
previous 180 days. Therefore, an air
carrier would not need to use the initial
cadre provisions when adding a new
aircraft type as long as it uses check
flight attendants who have worked for
the air carrier for at least the previous
180 days.
RAA stated the proposed rule
stipulates that a flight attendant with
experience on an aircraft of the same
group is to perform duties as an initial
cadre check flight attendant. RAA stated
that this would prevent an experienced
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flight attendant at an air carrier with
turboprop aircraft from serving as a
check flight attendant should the carrier
acquire turbojet airplanes. It requested
that the phrase ‘‘of the same group’’ be
withdrawn.
In the SNPRM, the FAA has
withdrawn the phrase ‘‘of the same
group’’ and has established a more
appropriate requirement that flight
attendants must have previously served
3 of the last 6 years in part 121
operations to serve as a check flight
attendant in these situations. The FAA
reiterates that the initial cadre
requirements for check flight attendants
are necessary only when a check flight
attendant candidate does not meet the
eligibility for training requirements of
§ 121.1321.
American Eagle sought clarification as
to whether the term ‘‘FAA Inspector’’ is
the same as the term aviation safety
inspector in Table 3A. In the SNPRM,
the FAA has revised the proposed
regulation to include the term aviation
safety inspector.
3. Check Dispatcher Initial Cadre
(§ 121.1425)
In the NPRM, the FAA also proposed
to establish requirements for qualifying
an initial cadre of check aircraft
dispatchers when a certificate holder is
unable to meet the eligibility, training,
evaluation, and supervised operating
experience requirements of § 121.1417
and § 121.1421. The proposed section
was necessary to standardize industry
practice for qualifying an initial cadre of
check aircraft dispatchers.
TWU recommended that the FAA
revise the language in § 121.1417 and
§ 121.1421 to clarify that the
requirements apply only to ‘‘start-up’’
airlines or operations. The requirements
for the check dispatchers under
§ 121.1417 and § 121.1421 apply to all
operations. Relief for start up airlines or
a new type of operation for an existing
air carrier is provided under § 121.1425,
Check dispatcher: Initial cadre. The
initial cadre requirements for check
dispatchers are necessary only when a
check dispatcher candidate does not
meet the eligibility and training
requirements of §§ 121.1417 and
121.1421. Therefore, the FAA has not
revised the language in these sections.
NACA questioned the requirement in
§ 121.1425(c)(2) that would require an
individual attempting to qualify as an
initial cadre check dispatcher to have
served as an aircraft dispatcher for 3 of
the last 6 years with that aircraft type.
NACA maintains that this requirement
is inconsistent with the requirements in
§ 121.1421 for check dispatchers which
does not establish an aircraft type
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limitation for qualification as a check
dispatcher. NACA therefore
recommended deleting the aircraft type
limitation in § 121.1425(c)(2). Midwest
also raised concerns that if adopted as
proposed, dispatchers attempting to
qualify as an initial cadre check
dispatcher who work for an operator
that has a new type of aircraft would not
be able to meet this requirement.
Midwest recommended removing the
aircraft type requirement and requiring
the individual to have served at least 3
of the last 6 years as a certificated
dispatcher performing dispatch duty.
In the SNPRM, the FAA is revising
§ 121.1425(c)(2) to remove the
requirement that a dispatcher have
experience in the aircraft type and
instead require that, to be eligible to be
an initial cadre check dispatcher, a
dispatcher must have served at least 3
years in the past 5 years as a dispatcher
in the same aircraft group. The aircraft
group limitation is necessary because
individuals attempting to qualify as an
initial cadre aircraft dispatcher may not
have recent experience serving as an
aircraft dispatcher with that certificate
holder. Instead of establishing a recency
requirement, the FAA has determined
that it is more appropriate to establish
the aircraft group limitation given the
difference in aircraft performance,
operational requirements, and the
overall operating environments for
Group I and Group II airplanes. This
would ensure that the initial cadre
check dispatcher is familiar with the
certificate holder’s operating
environment, while also
accommodating the needs of new part
119 certificate holders and certificate
holders that are planning to operate a
new aircraft type or in a new type of
operation. Upon review of § 121.1421,
the FAA identified an error in the
recency experience requirements as
proposed in the NPRM. The FAA has
revised § 121.1421 to require check
dispatchers to have served at least 3
years in the past 5 years as a dispatcher
for the certificate holder for whom the
dispatcher is to perform the duties of a
check dispatcher.
Midwest commented that the
requirement that a dispatcher hold a
certificate without restriction is unclear
as they are unaware of any restrictions
on dispatcher certificates. Prior to 1996
(when 14 CFR part 65 was revised) some
aircraft dispatcher certificates were
issued with English language limitations
to individuals with foreign residency. If
these individuals sought employment in
the United States, this restriction would
have to be removed prior to their
employment. As these certificates do
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not expire, it is necessary to retain this
language in the SNPRM.
V. Other Issues by Specialty
A. Flightcrew Member
1. Training Program: Line Oriented
Flight Training (LOFT) and Full Flight
Simulator (FFS) Course of Instruction
(§ 121.1353)
Current § 121.409(b) addresses
training courses using airplane
simulators. The requirements proposed
in the NPRM were based on
§ 121.409(b), § 121.441(a) and
requirements in appendix H to part 121.
The NPRM proposed to consolidate into
one section the various requirements
related to LOFT, to provide more
specific requirements regarding the use
of simulators, including qualification
LOFT, recurrent LOFT, and FSTD
course of instruction. These
requirements promote a training
environment that closely resembles
actual line operations.
Current § 121.409(b)(3) requires a
complete flight crew. In the NPRM, the
FAA proposed in § 121.1353(a)(4) to
require that the flight crew consist of
crewmembers who are qualified or in
student status to serve in the duty
position.
Several commenters raised concerns
that the FAA’s proposal to require a full
flight crew would not allow flexibility.
They stated that without such
flexibility, if an individual is unable to
report for training, the certificate holder
would have to cancel the training and
incur additional costs associated with
rescheduling the session, such as
transportation and lodging costs for the
crew. In addition, ATA, American,
Continental, FedEx, and Midwest
requested the FAA allow ‘‘a person who
is task familiar’’ and a ‘‘student in
training’’ to be a substitute for a
crewmember who is qualified or in
student status to serve in the duty
position.
In the SNPRM, the FAA has revised
the language in § 121.1353 to reference
a complete flight crew as described in
§ 121.1221(d). In addition, the FAA
broadened the language in § 121.1221 to
allow ‘‘another individual qualified to
occupy that seat’’ to be part of the
complete flight crew. For a more
detailed discussion of the change to
‘‘complete flight crew,’’ see Section
V.A.13. Flightcrew member: Training
and evaluation (§ 121.1221 and
§ 121.1335) later in the preamble.
Continental requested clarification
regarding the intent of the proposed
LOFT requirements as they apply to
qualification and recurrent LOFT. The
FAA has clarified that the LOFT
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requirements are the same for recurrent
LOFT and qualification LOFT. Under
the proposal, a LOFT would require
training in an FFS, plus a briefing and
debriefing. In addition, each duty
position must be filled by a person who
is qualified or in student status to serve
in that position. This proposed
requirement is needed because the
training value of LOFT is diminished
when inappropriate crew substitutions
are made, such as using an SIC to
substitute for a PIC. The certificate
holder selects the tasks to be performed
during the operating cycles from the list
provided in Table 3A of the Pilot QPS
and Table 3A of the Flight Engineer
QPS, if applicable. Each operating cycle
incorporating the tasks should be
structured in such a way to mirror as
closely as possible typical line
operations. In this way, the FAA is
certain the selected tasks are
appropriate for the certificate holder’s
operations.
ATA, American, FedEx, UPS, and
Midwest commented that requiring two
operating cycles be completed during
each LOFT is not appropriate as it limits
the certificate holders’ ability to review
data and information collected in the
CAP to identify areas that need
additional training and incorporate
those areas during the time remaining in
the LOFT. Furthermore, they stated that
a single cycle LOFT should be
permitted, if appropriate and approved,
if pilot flying and pilot monitoring
duties are observed. ATA, American,
Continental, UPS, and FedEx
recommended removing the proposed
requirement in § 121.1353(b)(5) to
demonstrate or practice tasks identified
as areas of concern because this area is
covered in the CAP. The FAA continues
to believe that two operating cycles are
necessary so that an instructor can fully
evaluate both the pilot flying and pilot
monitoring skills of all crewmembers
participating in the LOFT.
American, Continental, and Atlas
stated that proposed § 121.1353(a)(5)
should be revised to allow for ‘‘minimal
interruption’’ of the LOFT by the
instructor to allow the correction of
errors noted during training. The
commenters stated that this change
would be in accordance with AC 120–
35C which includes ‘‘instructor
guidance to prevent scenario
degradation to negative learning and
reinforcement of preferred or
standardized solutions to problems.’’
The FAA recognizes there are some
circumstances where an instructor
might need to interrupt training to give
guidance to a student. The FAA did not
intend for this type of ‘‘interruption’’ to
be prohibited. The FAA has clarified
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this intention by removing the phrase
‘‘the instructor.’’ The FAA’s intent was
to prohibit interruption of the LOFT
scenario itself, which must be
conducted as a line operation. The FAA
believes this change is consistent with
the guidance in AC 120–135C and has
revised the text to allow for minimal
interruption during both the LOFT and
FFS course of instruction.
ATA, FedEx, UPS, and Midwest
requested that the FAA add APD to the
list of pilots who may conduct a LOFT.
The FAA has modified the SNPRM to
allow an APD to administer LOFT
because APDs have the appropriate
qualifications to conduct this function.
ATA, American, and UPS commented
that a remedial training program should
be based on the severity and the nature
of the deficiency. They stated that the
deficiency might be minor enough that
it does not require an additional
simulator session.
After review, the FAA has determined
that it is not necessary to require a
separate LOFT training session for all
remedial training. In the SNPRM, the
FAA has removed from § 121.1353(a)(6)
and (b)(4) the proposed requirement for
a separate training session for remedial
training. Instead, the FAA has included
a requirement that the person
administering the LOFT could correct
any deficiencies during the post-flight
debriefing of the flight crew.
2. Flightcrew Member: Operating
Experience (§ 121.1225)
The current requirements regarding
flightcrew member operating experience
are found in § 121.434. The FAA
proposed to recodify the operating
experience requirements in § 121.1225.
This provision established the operating
cycle and observation requirements of
operating experience, and also added
two new provisions. The new
provisions allow check pilots to have a
rest period during the en route portion
of a flight that is more than 8 hours in
duration, and allow credit for operating
experience if the pilot or flight engineer
was under the direct supervision of an
evaluator.
Continental and RAA questioned why
only an APD or FAA inspector must
observe the operating cycle performed
by a pilot after initial or upgrade
training. The commenters suggested
allowing an authorized line check pilot
to perform the observation.
The FAA has revised the
requirements in paragraph (b)(2) to
require observation by an APD or FAA
inspector only when a pilot is qualifying
as a pilot in command for the certificate
holder for the first time. The FAA
recognizes that a qualified check pilot
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has adequate experience to conduct
observations that occur after the pilot
has qualified for the first time, such as
when a pilot is qualifying for a new
aircraft type. The FAA has revised the
language to allow a qualified line check
pilot to conduct observations after the
initial APD or FAA observation of the
pilot as PIC. This change is consistent
with current regulations in § 121.434,
which allow line check pilots to
conduct these subsequent observations.
Continental, UPS, and Ameristar
commented that the requirement to
restart operating experience based on
poor performance may result in pressure
to pass a pilot who performs marginally
during the last days of the eligibility
period to avoid the cost of restarting
operating experience. The commenters
suggested that the pilot be afforded
another opportunity to complete the
operating experience or proficiency test
without restarting operating experience
in its entirety. They further commented
that a proficiency test should be
replaced with proficiency check because
the pilot has already received a type
rating, and a proficiency check would
allow for correction of minor
deficiencies.
After further review, in the SNPRM,
the FAA has revised the requirement in
§ 121.1225(b)(1) to require a proficiency
check instead of a proficiency test to reinitiate operating experience. The FAA
believes a proficiency check would
allow for proper evaluation of all
required items, and provide an
additional opportunity to identify, train,
and correct minor deficiencies for pilots
who would have marginally passed
under the standard proposed in the
NPRM. In addition, throughout the
SNPRM, the FAA has removed the term
‘‘proficiency review’’ and replaced it
with proficiency check because a
proficiency review is the same as a
proficiency check.
Continental, Midwest, American, and
FedEx commented that they do not
agree with the proposed requirement
that at least one operating cycle, flown
as the pilot flying, must be conducted
with the autopilot disengaged. In the
SNPRM, the FAA has added language to
clarify that this does not require the
flight crew to operate contrary to
published or otherwise required
departure or arrival procedures.
However, the SNPRM proposes that if at
least one cycle is not flown with the
autopilot disengaged after takeoff until
departing the terminal area and prior to
approach upon entering the terminal
area during the required operating
experience, this fact must be recorded in
the crewmember’s record. The FAA
proposes to require that at least one of
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the cycles flown as the pilot flying must
be flown with the autopilot disengaged
during the departure and arrival phases
of flight. This requirement is necessary
to measure the pilot’s level of
proficiency during these demanding
phases of flight.
ATA, American, FedEx, UPS,
Southwest, RAA, and Midwest asserted
that a two-cycle line check is not
necessary and that everything may be
accomplished in one cycle. Upon
review of the comments, the FAA has
determined that the two-cycle line
check is necessary. In order to reflect
actual line operations, during a twocycle line check, the FAA expects a
pilot to be the ‘‘pilot flying’’ on one cycle
and the ‘‘pilot monitoring’’ on the other
cycle. This would ensure adequate
evaluation of the pilot’s flying skills, as
well the pilot’s monitoring skills.
During a two cycle line check, each
pilot has an adequate opportunity to be
the ‘‘pilot flying’’ on one cycle and the
‘‘pilot monitoring’’ on the other cycle.
3. Pilot: Consolidation (§ 121.1227)
Current § 121.434(g) and (h) require
pilots to acquire at least 100 hours of
line operating flight time for
consolidation of knowledge and skills.
The requirements proposed in the
NPRM were based on § 121.434(g) and
(h). In the NPRM, the FAA proposed
additional requirements that the 100
hours of line flight time begin no later
than 60 days after, and be completed
within 120 days after, the proficiency
test. The FAA also proposed that pilots
completing conversion would be
required to undergo consolidation.
Furthermore, the NPRM proposed to
extend consolidation to the first
recurrent proficiency test and would
require that a pilot restart consolidation
if the pilot fails to complete the 100
hours of line flight time by the time the
proficiency test for recurrent training is
complete.
ATA, FedEx, and American were
concerned that the proposal does not
provide for deviation that would
provide mitigating relief if new aircraft
enter the fleet, or pilots are relocated to
a new domicile and are then required to
become qualified and cannot complete
the consolidation requirements within
the 60- to 120-day time frame.
Rather than providing a deviation for
pilots who have not accumulated 100
hours, the FAA added language to
§ 121.1227(c)–(e) to provide for
extension of time for completion of
consolidation. The FAA recognizes that
there are circumstances where a pilot
would not be able to meet the 120-day
period. In the SNPRM, the FAA would
permit an extension of the consolidation
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period if the pilot meets additional
evaluation requirements. The proposal
permits two extensions of consolidation
with additional evaluation requirements
for each extension. The only deviation
from these consolidation requirements
is set forth in § 121.1230. This deviation
would allow the Administrator to
authorize credit toward satisfying the
consolidation requirements of
§ 121.1227 for hours of line flight time
accumulated in operations of related
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4. Pilot Recency of Experience
(§ 121.1229)
Under the current rules, in order to
maintain recency of experience, pilots
typically complete three takeoffs and
landings in an aircraft simulator. If the
visual simulator is a level A simulator,
the pilot must perform additional
maneuvers and procedures. Pilots using
level B, C, or D simulators are not
required to perform additional
maneuvers and procedures.
In the SNPRM, as in the NPRM, the
FAA has continued the current
requirement for three takeoffs and
landings within the preceding 90 days.
The SNPRM, as in the NPRM, proposes,
to allow pilots to complete the takeoffs
and landings in an aircraft during line
operations or in an aircraft simulator
qualified for takeoffs and landings
under part 60, with one of the takeoff
and landing requirements being
conducted in LOFT environment
training. In the SNPRM, the FAA has
proposed a definition of LOFT
environment training in § 121.1205,
which clarifies that this training is used
primarily for the maintenance or
regaining of landing currency and,
therefore, is not required to meet the
time requirements of other LOFT
scenarios.
In addition, in the SNPRM, the FAA
has clarified when a pilot is considered
to have lapsed in recency. If it has been
90 days or more since the pilot has
completed the recency requirements of
three takeoffs and landings, then he or
she is considered to have lapsed. In
paragraph (b), if a pilot’s recency lapses
and has been lapsed for 90 days or less,
the SNPRM establishes that the pilot
may regain recency only by completing
the takeoff and landing requirements in
paragraph (a)(2) in a LOFT environment.
Under paragraph (c), pilots whose
recency has been lapsed for more than
90 days would be required to complete
the requirements in paragraph (b) and
an FFS course of instruction. The FAA
has revised the text in paragraph (c) to
replace core conversion training with
FFS course of instruction to allow
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certificate holders to target the critical
training needs of the pilot.
ATA, American, United, Southwest
did not agree with the proposal to
require one of the takeoff and landings
to be done in a LOFT environment.
Commenters believed the NPRM
required a full LOFT to reestablish pilot
recency.
The FAA recognizes that there was no
definition for LOFT environment in the
NPRM. The FAA did not intend to
require a full LOFT to reestablish
recency after it had lapsed for 90 days
or less. To clarify the difference between
LOFT and LOFT environment, the FAA
has added a definition of LOFT
Environment Training in § 121.1205 of
the SNPRM. The definition of LOFT
environment is training in an FFS with
a complete flightcrew using procedures
expected in line operations but without
the use of simulator resets or
repositioning. This training is used
primarily for the maintenance or
regaining of landing currency and,
therefore, is not required to meet the
time requirements of other LOFT
scenarios.
The FAA believes the requirement for
LOFT environment training has a
minimal impact on cost (as it does not
contain all the requirements of a full
LOFT) and has a positive impact on
safety because it provides the training in
a ‘‘line environment’’ which more
closely simulates what occurs during
actual flight operations, as opposed to
the current practice of using a ‘‘task
training environment.’’
5. Flightcrew Members at Controls
(§ 121.1241)
The current requirements for
flightcrew member at the controls
appear in § 121.543. That provision
contains reduced qualification
requirements for relief pilots. Proposed
§ 121.1241 in the NPRM and SNPRM
would revise the requirements in
§ 121.543 to require the relief pilot to be
a fully qualified pilot in command. In
the NPRM and SNPRM, the
requirements of § 121.543 would expire
5 years and 120 days after publication
of the final rule. After that date, the
requirements of § 121.1241 would
apply. However, if an air carrier
transitions to the requirements of
subpart BB before the end of the
transition period, the air carrier would
be required to comply with the
provisions in § 121.1241 at that time.
ATA, American, Continental, FedEx,
Midwest, United, and UPS commented
that forcing takeoff and landing
currency among all relief pilots may
deteriorate the proficiency of all pilots.
For example, on long-haul aircraft, the
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commenters asserted there are not
enough operating cycles to allow all
pilots to maintain landing currency in
the aircraft. In addition, spreading these
aircraft landings among relief pilots
reduces the available landings for those
pilots who would actually make
landings in line operations. Commenters
also stated that some labor agreements
prevent forcing a relief pilot into the SIC
or PIC position during line operations,
and would, therefore, require additional
crewmembers to have to requalify for
takeoffs and landing in the simulator.
Additionally, commenters disagreed
with the proposal to require relief pilots
to meet the same consolidation and
recency requirements as all other pilots.
The commenters stated that the
proposed rule would add complexity
and cost. The commenters believe the
proposed rule would have the
unintended consequence of forcing
carriers to schedule fleets on routes that
would not require augmented crews.
Accordingly, commenters recommended
that the FAA maintain current
regulatory requirements for landing
currency.
The proposal in the NPRM and
SNPRM that all pilots need to establish
and maintain recency would ensure that
all pilots on the flight deck are
adequately trained and qualified to
serve in that duty position. In case of an
emergency, it is necessary to ensure that
all pilots, including relief pilots who
may be called upon during flight to act
as pilot in command or second in
command, are fully qualified in all
phases of flight. Accordingly, the FAA
has maintained the qualification
requirement for relief pilots as proposed
in the NPRM.
ATA, Continental, American,
Midwest, FedEx, and UPS objected to
the designation of an acting PIC in
paragraph (b) which says that, if the
pilot in command is taking a rest period,
the PIC must designate an acting PIC on
the flight deck. Commenters also stated
that the regulations should recognize
that chain of command is designated by
a carrier’s flight operations manual.
After reviewing §§ 121.1241 and
121.1237, the FAA believes that
§ 121.1241(b)(4) is unnecessary because
§ 121.1237 establishes requirements for
who is the PIC. Therefore, in the
SNPRM, the FAA has removed
§ 121.1241(b)(4).
6. Check Pilot and Check Flight
Engineer: Training, Evaluation,
Approval, and Recent Experience
(§ 121.1253)
Current regulations §§ 121.411 and
121.413 require that check airmen must
be current and qualified in the aircraft
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and capable of conducting their
responsibilities. In the NPRM, the FAA
proposed requiring that the check pilot
must have made at least five takeoffs
and landings in an FFS qualified in
accordance with part 60 of this chapter
and approved for performing takeoffs
and landings. The check flight engineer
must have served as a flight engineer on
five takeoffs and landings in an FFS
qualified in accordance with part 60 of
this chapter and approved for
performing takeoffs and landings. In
addition, the NPRM proposed
observation requirements and
requirements for check airmen to attend
standardization meetings.
Continental, ATA, American, FedEx,
UPS, Midwest, and Southwest state that
check pilots and simulator instructors
should not have recency of experience
requirements that are any different than
those of a line pilot. The commenters
assert that the FAA has not provided
data to support that an increased
landing currency requirement has any
correlation with safety.
After further review, the FAA believes
the additional takeoff and landings are
unnecessary to maintain recency. In the
SNPRM, the FAA has revised the
recency requirements to remove the
additional recency requirements
proposed in § 121.1253(d)(1) of the
NPRM. In the SNPRM, § 121.1253(d)(1)
only requires the check airmen to
comply with the pilot and flight
engineer recency requirements set forth
in § 121.1229 or § 121.1231.
ATA, Southwest, American, United,
Midwest, and RAA commented that
evaluating and instructing skills are
very similar and therefore both should
count toward minimum requirements.
They requested that the § 121.1253(d)(2)
recent experience requirement for
completing at least eight evaluation
activities be reduced to six because they
were not aware of data that explains the
need for eight. In addition, commenters
suggested adding language to allow a
POI to approve reductions below 6
events in cases where the experience
level of the evaluator, job position, or
training activity warrants such
reductions.
Recent experience as an evaluator is
necessary to maintain proficiency as an
evaluator. The proposed requirement for
eight evaluation activities was excessive
for maintaining recency. In the SNPRM,
the FAA has revised § 121.1253(d)(2) to
require completion of at least six
evaluation activities. This requirement
is necessary to ensure that the evaluator
maintains a minimum level of
proficiency to properly evaluate
members.
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ATA, United, American, and
Continental believe that it may not be
possible for check pilots and simulator
instructors to attend ‘‘all standardization
meetings’’ for many reasons. In many
cases, certificate holders schedule
multiple standardization meetings
covering the same material to allow
check pilots and simulator instructors to
attend the meeting that best
accommodates their schedule. This
approach provides flexibility to the
check pilots and simulator instructors
(e.g., in case of illness during a
scheduled meeting) as well as to the
certificate holder. The commenters
suggest that the requirement should be
for check pilots and simulator
instructors to complete the certificate
holder’s standardization curriculum
which would cover all required
standardization material.
Upon review of the comments, the
FAA has revised the proposed rule
language by deleting the word ‘‘all’’ in
those places where the standardization
meetings are referenced. The FAA
expects check airmen, and other
required individuals, to attend the
standardization meetings for each
aircraft type in which the check airmen
is authorized to conduct check pilot or
check flight engineer duties. If a
certificate holder schedules multiple
sessions of the same standardization
meeting covering the same content, it is
not the FAA’s intent that the check
airman attend all of the multiple
sessions. Rather, the check airman
should attend one of the multiple
sessions scheduled by the certificate
holder to complete the standardization
curriculum.
Continental, Atlas, Ameristar,
Midwest, and Southwest comment that
this proposed rulemaking complicates
check airman certification requirements
significantly and adds multiple layers of
FAA observation and certification.
Commenters stated that not all aircraft
can accommodate two individuals
simultaneously in flight deck jumpseats.
Commenters further stated that their
computerized recordkeeping system
may not be able to handle the proposed
recordkeeping requirement because air
carrier recordkeeping systems may not
be able to handle APD and FAA aviation
safety inspector sign-offs.
For clarification, in the SNPRM, the
FAA uses the term check airman as used
in the current regulations. As with
current regulations, the requirements to
observe a check airman performing a
line check can be satisfied in the FFS or
by having the check airman occupy a
required crewmember seat so the
observer can occupy the jump seat. The
requirements for recordkeeping remain
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as originally proposed because the
certificate holder’s records must
accurately reflect that they have
complied with the requirements.
Continental and FedEx assert that the
line check requirements in § 121.1385(a)
of the NPRM are overly burdensome and
would be costly. In the SNPRM, the
FAA has clarified that satisfaction of the
line check requirement in
§ 121.1253(b)(2) would also satisfy the
line check requirements of § 121.1233
which apply to all PICs. Since most
check pilots authorized to conduct line
checks are PICs, the additional cost of
satisfying the proposed requirements in
§ 121.1253(b)(2) is only the cost of
completing a line check while under the
supervision of an FAA aviation safety
inspector or an APD, as described in
§ 121.1253(b)(2)(ii) of the SNPRM.
American requests the addition of
‘‘line’’ to the generic term ‘‘check pilot’’
to clarify the intent of § 121.1385
(NPRM) that the term applies only to
those individuals acting as check pilots
in line operations. The commenter
states that the skills required to conduct
operating experience and line checks
are identical.
In the SNPRM, the FAA uses the term
check airman to apply to check pilot
and check flight engineer. A check
airman may perform duties in the FSTD
or in line operations (as required by
§ 121.1253(b)(2)) depending on his or
her qualifications.
ATA recommended removing from
§ 121.1385 the requirement that check
pilots must complete qualification
requirements every 24 months. The
commenter also recommends
conducting checks in the FSTD instead
of the aircraft.
The proposed requirement for a 24month look back is consistent with the
current regulation in § 121.413(a)(2).
The FAA has maintained this
requirement in the SNPRM. As
proposed, the regulation would allow
for checks to be conducted in either an
FSTD or an aircraft.
United stated that the requirement
that APDs supervising observations
must be specifically designated by the
FAA is an excessive burden on the POI.
The requirement that an APD observing
line checks must be specifically
designated to do so by the FAA is
consistent with the current regulation in
§ 121.413(a)(2). The FAA has
maintained this requirement in the
SNPRM.
7. Aircrew Program Designee (APD):
Training, Evaluation, and Recent
Experience (§ 121.1271)
In the NPRM, the FAA proposed
requiring that pilot and flight engineer
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APDs be trained under the certificate
holder’s approved academic and job
performance training program. Proposed
§ 121.1271 would codify FAA policy in
FAA Order 8900.1, Volume 13 (8/31/09)
regarding APDs who serve only in part
119 certificate holder approved training
programs. Under current practice, an
APD is an examiner who performs
evaluation functions for a certificate
holder on behalf of the Administrator
under designation authority pursuant to
part 183. The certificate holder
identifies an employee it would like to
have designated as an APD. The
employee must then be approved by the
POI, and issued a certificate of authority
and a certificate of designation under
part 183. At any time, the FAA may
terminate an APD’s certificate of
designation.
ATA, Continental, UPS, American,
and Midwest request training for APDs
to be conducted by the FAA, since the
APDs are acting on behalf of the FAA
and this would be in accordance with
current industry practice.
To clarify, consistent with current
policy and practice (FAA Order 8900.1,
Vol. 13 (8/31/09)), the FAA would
continue to provide additional training
regarding the individual’s role as an
FAA designee. FAA training would
include topics such as: (1) The
knowledge, ability, and skill
requirements for the original issuance of
the airline transport pilot (ATP)
certificate and added ratings, as
applicable; (2) the procedures, methods,
and techniques associated with
administering the required certification
tests; (3) the responsibilities, authority,
and limitations of an examiner under 14
CFR; (4) the use of FAA forms and job
aids associated with the particular APD
function.
Although the APDs are working under
a designation from the FAA, they are
employed by the certificate holders and
it is appropriate that they be trained by
the certificate holders to be familiar
with the certificate holder’s training
program. As with all other training
conducted by the certificate holder,
APD training and evaluation would be
subject to FAA approval and oversight.
The proposed training requirements for
APDs in § 121.1271 are part of the
certificate holder’s approved training
program. It is not appropriate for the
FAA to conduct this training.
ATA, FedEx, UPS, Midwest, and
American contend that an APD should
be required to be observed conducting
line checks. The FAA does not believe
it is necessary for an APD to be observed
conducting both a proficiency test and
a line check. The conduct of a
proficiency test for certification requires
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demonstration of all the skills required
for a proficiency check, as well as other
critical safety skills. For these reasons,
the FAA has revised the language in
§ 121.1271(b)(1) of the SNPRM to
require an APD to be observed only
while conducting a proficiency test. The
FAA has also revised paragraph (c)(1) of
the SNPRM to allow the APD to conduct
proficiency tests, proficiency checks,
and line checks.
ATA, RAA, American, FedEx, and
Midwest suggested that the recency of
experience for APDs should be the same
as the recency requirements for a line
pilot. In the SNPRM the FAA has
revised paragraph (d)(1) to require the
same recency requirements for APDs
and flightcrew members. The revised
language requires that APDs maintain
recency as a pilot or flight engineer as
required by § 121.1229 or § 121.1231, as
applicable.
8. Curriculum Category Requirements:
Pilot and Flight Engineer Initial,
Conversion, Transition, and Upgrade
Academic and Job Performance Training
(§ 121.1365)
Current §§ 121.419, 121.424, and
121.425 provide the requirements for
pilots and flight engineers initial,
transition, and upgrade ground and
flight training. In § 121.1365 of the
NPRM, the FAA proposed requirements
for initial, conversion, transition, and
upgrade academic and job performance
training segments for pilots and flight
engineers. In the NPRM, the FAA
specified that evaluations must be
conducted by check pilots, check flight
engineers, pilot APDs, or flight engineer
APDs, provided the individual was an
employee of the air carrier.
American, ATA, FedEx, Continental,
and UPS believe that the requirement
that the evaluator must be an employee
of the certificate holder would create a
significant cost burden. Commenters
state that the proposal would require
proficiency tests, check rides, and type
ratings to be conducted by company
employees. Commenters question
whether FAA aviation safety inspectors
would continue to perform evaluations
and question whether proposed
§ 121.1331(d) conflicts with proposed
§ 121.1365.
Section 121.1331(d) allows the
certificate holder to train persons other
than employees of the certificate holder
to conduct training and evaluation in
the certificate holder’s training program.
Section 121.1365, as proposed in the
NPRM, would only prohibit the use of
‘‘persons other than employees of the
certificate holder,’’ from conducting job
performance proficiency tests as
required under paragraph (b) of
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§ 121.1365. However, after review of
§ 121.1365(d), the FAA is revising the
proposed requirement in the SNPRM to
permit a training center evaluator (TCE)
employed by a part 142 certificate
holder to conduct proficiency tests
under paragraph (b). The FAA believes
this is acceptable because the FAA has
already approved an individual to be a
TCE under part 142, which authorizes
the individual to conduct proficiency
tests that result in pilot certification,
and under proposed § 121.1339, the
certificate holder would have to obtain
FAA approval to use the part 142
training center, and its evaluators, in its
training program. Therefore, the FAA
believes a TCE has the necessary
qualifications to conduct proficiency
tests under part 121. In addition, the
FAA retains oversight of the training
program, including TCEs used in the
training program.
American Eagle believes the order of
the proficiency test and LOFT has not
been mandatory until now. The
commenter stated that it is not unusual
for a crew to be scheduled for checking,
but for some reason it cannot be
accomplished on the scheduled date. It
stated it can now use the time to
accomplish the LOFT, but under the
proposal would lose the simulator time
because it would have to reschedule the
sessions to ensure they were done in the
specific order as set forth in the rule.
In the SNPRM the FAA has retained
the requirement that LOFT be
conducted after the completion of the
proficiency test. The LOFT integrates all
the training and evaluation tasks into a
scenario-based training exercise.
Therefore, the FAA believes that
requiring LOFT to be conducted after a
proficiency test accomplishes
consolidation of proficiency. In
addition, this requirement codifies the
guidance found in FAA Order 8900.1
(12/18/08), Volume 3 regarding the
order of the proficiency test and LOFT
ATA, American and UPS believe it is
impractical to require that a particular
cycle contain all other-than-normal
flight operations. In addition, the
commenters noted an inconsistency
between § 121.1353, which requires that
each cycle be representative of the
certificate holder’s operation, and
§ 121.1365, which requires two
operating cycles, one normal, and one
non-normal and emergency flight
operations.
In the SNPRM the FAA has revised
the section to remove the
inconsistencies and to reference
proposed § 121.1353, which requires the
LOFT to contain at least two operating
cycles representative of the certificate
holder’s operation.
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Atlas Air disagrees with the proposal
to require sharing of pilot flying and
pilot monitoring duties during each
cycle. The FAA recognizes that during
a LOFT event, each pilot has an
opportunity to demonstrate pilot flying
skills and pilot monitoring skills,
regardless of which seat the pilot is
assigned. In the SNPRM the FAA has
removed the requirement in § 121.1365
that ‘‘The pilot in command and second
in command share pilot flying and pilot
monitoring duties during each cycle,’’
because it is unnecessary.
9. Curriculum Category Requirements:
Pilot and Flight Engineer Recurrent
Academic, Recurrent Job Performance,
and Recurrent Aircraft Emergency
Equipment Training (§ 121.1367)
The NPRM proposed curriculum
requirements for recurrent academic,
recurrent job performance, and
recurrent aircraft emergency equipment
training for pilots and flight engineers.
The FAA based the proposal on current
§ 121.427(b) and (d).
ATA, American, Continental, FedEx,
UPS, ALPA, and Midwest believe that
the proficiency test should be replaced
by a proficiency check because a
proficiency test provides no opportunity
for corrective action, undermining the
purpose of recurrent training.
Commenters suggest that proficiency
tests should not be part of recurrent
training because the pilot has completed
a proficiency test at the completion of
initial, transition, upgrade or conversion
training. Commenters also stated that
combining the LOFT with the
proficiency test prohibits operators from
taking corrective action on minor issues.
In the SNPRM, the FAA has revised
paragraph (b)(2) to allow either a
proficiency test or proficiency check in
the first recurrent training event. While
the proficiency test does not provide the
opportunity for immediate corrective
action, the proficiency check allows for
limited training and practice. The FAA
believes that by only allowing a
proficiency test in this first recurrent
training event, as proposed in the
NPRM, there may be a lost opportunity
for limited training and practice when
appropriate.
NACA, Florida International
University, and individual commenters
see no value in reducing the frequency
of flightcrew member emergency ‘‘hands
on’’ drills and adding unannunciated
fire drills in flight training.
While this proposal decreases the
frequency of hands-on drills for
flightcrew members, it increases the
frequency of hands-on drills for flight
attendants. In the SNPRM, the FAA has
enhanced the requirements for
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flightcrew member academic training in
these subjects. Under current
regulations, academic training in these
subjects is required at a 12-month
interval. In the SNPRM, the FAA has
proposed an 18-month frequency for
flightcrew member recurrent academic
training in some subjects and increased
the frequency to 9 months for other
academic subjects. Furthermore,
increased security rules require that
flightcrew members on the flight deck
may have to remain on the flight deck.
Therefore, consistent with the post-9/11
security procedures, the FAA has
proposed in the SNPRM, as in the
NPRM, new hands-on drill frequency
requirements for flight attendants to
recognize their additional
responsibilities and has also introduced
a performance drill for flightcrew
members to provide training and
evaluation on identifying and combating
fires that may not trigger an alarm in the
flight deck.11
10. Curriculum Category Requirements:
Flight Instructor Initial, Transition, and
Recurrent Academic Training
(§ 121.1377)
Current § 121.414 provides for initial
and transition training and checking
requirements for flight instructors
(airplane) and flight instructors
(simulator). The NPRM proposed initial
academic training requirements
consistent with current § 121.414 with
an additional requirement for training
policies and procedures. The transition
academic training requirements are the
same as current § 121.414. The recurrent
ground training requirements in the
NPRM are based on current appendix H,
Advanced Simulation Training Program.
The NPRM requirements apply to all
instructors and to all check persons.
Atlas and an individual asked which
subjects listed in § 121.1377(a) are
‘‘applicable’’ under paragraph (c)(1).
They questioned whether all of the
subjects listed in paragraph (a) are
applicable to recurrent flight
instruction.
In the SNPRM, the FAA revised
§ 121.1377(c)(1) to remove the words ‘‘if
applicable.’’ For quality flight
instruction, all subjects listed in
paragraph (a) should be covered during
recurrent training.
American and an individual believe
that some air carriers may want the
flexibility of having courses that exceed
11 These fires are referred to as ‘‘unannunciated
fires’’ in the regulatory text and are fires that occur
on the aircraft that are not announced by a signaling
device in the flight deck that emits an audible
signal or a visual indication, such as smoke or
fumes of an unknown origin, fires in the cabin of
the aircraft, or hidden fires.
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4 hours. The FAA notes that if an air
carrier wishes to provide training in
excess of 4 hours, the regulation would
not preclude it from doing so.
11. Curriculum Category Requirements:
Check Pilot and Check Flight Engineer
Initial, Transition, and Recurrent Job
Performance Training (§ 121.1383)
Current § 121.413 provides the
requirements for initial and transition
training and checking for check airmen
(airplane), check airmen (simulator).
In § 121.1383 of the NPRM, the FAA
proposed substantially the same
requirement as current § 121.413 which
requires training that ensures check
airmen competence in conducting job
performance evaluations and training in
an FSTD. In addition, the NPRM
proposed new requirements for check
pilots who conduct operating
experience and line checks.
Atlas and an individual commenter
stated that § 121.1383 does not state the
frequency of recurrent job performance
training for check pilots and flight
engineers. After review, the FAA has
revised § 121.1383 in the SNPRM to
clarify the recurrent training
requirements for check airmen. In the
SNPRM, § 121.1383(b) requires check
airman to meet the recurrent training
requirements of § 121.1223 and for
check pilots, to include seat dependent
task training from both seats, in
accordance with the QPS, in the
recurrent training requirements of
§ 121.1223.
Continental questions whether the
rule requires that this training be
conducted in an aircraft during line
operations. Neither the NPRM nor the
SNPRM proposed to require that job
performance training for check persons
be conducted during line operations. All
job performance requirements in
proposed § 121.1383 must be completed
in an FSTD, unless a deviation has been
issued under § 121.1345(b). The FAA
has not revised this requirement in the
SNPRM.
ATA, American, FedEx and UPS
suggested creating one type of check
pilot (line check pilots) who can
supervise operating experience. In the
SNPRM the FAA uses the term check
airman, which applies to check pilot or
check flight engineer. The check airman
may be qualified to perform duties in
the simulator or in line operations.
12. Medical Certificate Requirements
(§ 121.1211)
In the NPRM, the FAA proposed
language that combined the medical
certificate requirements of current
§§ 121.411 and 121.412. As proposed,
§ 121.1211 did not change the current
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medical certificate requirements in
§§ 61.21, 63.31, 121.411, and 121.412. It
stated that no certificate holder may use
any person, nor may any person serve,
on an aircraft as a required flightcrew
member in operations under this part
unless that person has a valid medical
certificate required by § 61.23 or § 63.31
of this chapter, as appropriate for the
duty being performed. Further,
proposed paragraph (b) provided that no
medical certificate is required to serve
in an FSTD.
ATA, American, and Continental
questioned whether a medical certificate
is required to train or be trained in an
FSTD. The commenters stated that the
regulation should harmonize with the
definition of ‘‘Simulator Only Instructor/
Check person’’ to clarify that it only
applies to the instructors and simulator
check pilots (not used in line
operations) and that crewmembers
undergoing training must have a valid
medical certificate.
As proposed in the NPRM,
§ 121.1211(b) states that no medical
certificate is required to serve in an
FSTD. The term ‘‘serve,’’ as proposed in
§ 121.1205, is defined as ‘‘to perform the
duties and discharge the responsibilities
required under this part.’’ This
paragraph does not require a medical
certificate to train or be trained in an
FSTD. The FAA is not changing the text
as proposed.
13. Flightcrew Member: Training and
Evaluation (§§ 121.1221 and 121.1335)
Current § 121.415 addresses
crewmember and aircraft dispatcher
training. As proposed in the NPRM,
§ 121.1335 and the applicable QPS
documents contain an outline of
flightcrew member training and
evaluation requirements and specify the
training curriculum requirements and
programmed hours.
American Eagle, RAA, ATA,
Continental, American, and FedEx
objected to the language in
§ 121.1221(c), which requires a person
undergoing qualification for the first
time to complete: New hire training; the
subsequent initial, conversion,
transition, upgrade, or differences
academic and job performance training
as necessary; a proficiency test; and a
qualification LOFT, within 120 days of
beginning training. The commenters
asserted that the proposal is too costly,
impractical and has no apparent impact
on enhancing safety.
Training requirements that enhance
the efficacy of training result in
enhanced job performance and safety.
Crewmembers and aircraft dispatchers
typically receive training on knowledge
and job performance skills that they
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may not use often, but would be
expected to effectively perform in
specific emergency situations. A review
of the scientific literature does not
establish specific optimum timeframes
in ‘‘days’’ but does indicate that the
length of the intervals between training
has dramatic adverse effects on task
performance for people with low task
experience.12 Accordingly, the FAA has
determined that the 120-day
requirement for completion of training
and evaluation for individuals
undergoing qualification for the first
time is the appropriate interval to
ensure there is no adverse impact on
task performance for this population.
American, RAA, FedEx, ATA, NACA,
Continental, FedEx, and Midwest
objected to the complete flight crew
requirement in paragraph (d),
specifically, that only a qualified person
may serve in the required support duty
position during training. The
commenters suggest that the support
position be filled by a person who is
‘‘task familiar’’ rather than qualified.
In the SNPRM the FAA has modified
§ 121.1221 to allow ‘‘another individual
qualified to occupy that seat’’ to be part
of the complete flight crew. The FAA
believes this change is more appropriate
and provides a clear standard of
qualification, rather than allowing ‘‘a
person who is task familiar,’’ which is a
vague standard. During job performance
training of flightcrew members it is
important to have qualified individuals
participating throughout the training
session. The revised language would
provide an improved training
environment in an FSTD that would
more closely replicate the environment
in line operations where both
crewmembers are qualified on the
specific equipment. In addition, the
FAA notes that a medical certificate is
not required for a member of a flight
crew in an FSTD to satisfy the complete
flight crew requirement in paragraph
(d).
Upon review of the comments, the
FAA has determined that for job
performance training purposes only, the
flight crew may consist of less than fully
qualified flightcrew members. The FAA
has added § 121.1221(e) to allow for
substitution of flightcrew members. For
planned job performance training,
where a certificate holder knows well in
advance that the flight crew may consist
of less than fully qualified flightcrew
members, such as training when a new
12 See Lance, C.E, Parisi, A.G, Bennett, W.R,
Teachout, M.S., Harville, D.L. Welles, M.L. (1998).
Moderators of Skill Retention Interval/Performance
Decrement Relationships in Eight U.S. Air Force
Enlisted Specialties. Human Performance, II (1),
103–123.
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aircraft is added to a fleet, the certificate
holder must submit a request for
amendment of its training program. The
amendment must include a justification
for not being able to meet the complete
crew requirements, the proposed
composition of the training crews, and
the expected duration of the
amendment. The provision also allows
for substitution if, due to circumstances
beyond the control of the certificate
holder, a flightcrew member is unable to
report for training. These circumstances
may include an unexpected illness,
unsuccessful progression through the
training program, transportation issues,
or simulator mechanical failures. In
these instances, the certificate holder
may allow students training for that
same duty position to function as a
complete flight crew. If a certificate
holder uses this substitution, it must
notify the certificate holding district
office within 30 days of the substitution.
For evaluations, fully qualified
flightcrew members would be required.
However, in the SNPRM, the FAA has
revised the requirement to allow air
carriers to efficiently schedule and train
flightcrew members while maintaining
the integrity of flight crew positions
during LOFT.
14. Flightcrew Member: Recurrent
Training and Evaluation Schedule for
Continuing Qualification (§ 121.1223)
The NPRM proposed requirements for
providing recurrent training and
evaluation for flightcrew members. The
FAA based this section on current
§§ 121.427 and 121.433(c). The key
features of this section include a
repeating 9-month interval between
recurrent training activities where some
subjects, tasks, and environments would
be required once each 9-month period,
some would be required only once each
18 months, and some would be required
only once each 36 months. Recurrent
activities would be considered
completed during the interval if
completed during the eligibility period.
The eligibility period consists of the
base month, the month before the base
month and the month after the base
month. The base month is any one of
the following: the ninth month
following the month during which the
proficiency test required in
§ 121.1365(b)(1) is completed; the ninth
month following the month in which
the proficiency test authorized in
§ 121.1239 is completed; or the ninth
month following the completion of the
recurrent academic and job performance
training modules when adjusting the
base month in accordance with
§ 121.1223(f).
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The proposed recurrent activities,
periods, and cycles are identical for PIC
and SIC. This differs from the current
rule, which has a repeating 6-month
interval between recurrent activities for
PICs and a repeating 12-month interval
between recurrent activities for SICs.
Most importantly, this proposed change
in intervals produces two substantial
benefits: More effective flightcrew
training and increased FSTD time for
SICs.
The first substantial benefit, training
and evaluating the PIC and SIC as a
complete flight crew, is valuable for
incorporating CRM concepts into
training and ensuring that the training
occurs in an environment similar to line
operations. The FAA believes that
alignment of recurrent training events
for PICs and SICs would further
enhance flightcrew training by
providing greater opportunity for a
certificate holder to pair pilots who
need recurrent training, lessening the
need to rely on stand-by and fill-in
pilots to fill simulator seats.
The impact of the alignment in
training intervals is demonstrated when
looking at how the current scheduling of
PICs versus SICs occurs. Tables 6 and 7
in the Regulatory Evaluation available
in the docket for this rulemaking show
that there are approximately 15,000 PICs
and 14,000 SICs in the affected pilot
population. Since the population
between PICs and SICs is relatively
similar, a certificate holder would be
training PICs 66% of the time and SICs
33% of the time. In other words, PICs
are only likely to have an SIC that needs
recurrent training sitting in the right
seat 50% of the time. The rest of the
time, the pilot filling the right seat
during the training session is a pilot
who does not need the training, such as
a fill-in SIC, an instructor, or any other
pilot qualified to occupy that seat.
While this clearly meets the
requirements for PIC training under
current regulations by providing a
qualified crew complement, the FAA
believes that the SNPRM improves on
the present model by increasing the
likelihood that a training session would
have a PIC and SIC who both need
recurrent training.
The metric of any flightcrew training
program should be the degree to which
the flightcrew is able to translate the
tasks that have been demonstrated
during the training into operations.
Learning within an environment that is
more likely to be experienced in the real
world significantly enhances the quality
of that training.
The second significant outcome of
aligning the recurrent training cycle is
that the pilots who need FSTD time the
most—SICs—would receive twice the
amount of time in an FSTD that they
now receive while PICs would maintain
current amounts. The following table
shows how the proposed training cycle
and distribution of required tasks
accomplishes this over a 36-month
training cycle.
COMPARISON OF RECURRENT JOB PERFORMANCE TRAINING HOURS FOR PICS AND SICS OVER A 36-MONTH TRAINING
CYCLE
Current rule
PIC
(hours)
SIC
(hours)
PIC
(hours)
SIC
(hours)
The intent of the 36-month cycle is to
provide an interconnected evaluation
and training environment. Each 9 month
cycle provides 6 hours of time for
training and evaluation. The required
tasks can be completed at any time
during those 6 hours, resulting in the
ability to adjust FSTD session length to
best use those valuable resources and
meet specific certificate holder program
requirements.
PICs would continue to receive the
same amount of time in a FSTD by
virtue of the additional hours required
for FSTD training (6 hours instead of
4 hours per cycle), even though the
interval between training is reduced
(from the current twice-yearly schedule
to once every 9 months). In contrast, by
reducing the time between training
intervals and increasing the hours
required in the FSTD for those sessions,
newer pilots who make up the SIC ranks
would now receive double the amount
of FSTD time and task evaluation than
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12 months .......................................................................................
18 months .......................................................................................
24 months .......................................................................................
30 months .......................................................................................
36 months .......................................................................................
SNPRM
12
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under the current regulations. The FAA
views this as a positive outcome since
a higher degree of focus would be
placed on those pilots who would
benefit the most from the training.
ATA, NACA, Midwest, American, and
FedEx asserted that regulating the ‘‘base
month’’ creates inflexibility. It is the
opinion of industry that the ability to
move the base month up by one month
is an administrative tool that is
commonly used when trying to
minimize training during peak holiday
or vacation periods.
In the SNPRM, the FAA has added a
new paragraph (d) based on the current
requirement in § 121.401(b) to clarify
that the base month does not change if
recurrent training or a proficiency test
or check is completed within the
eligibility period.
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15. Flight Engineer Recency of
Experience (§ 121.1231)
The current rule (§ 121.453) requires
that no certificate holder may use any
person nor may any person serve as a
flight engineer on an airplane unless,
within the preceding 6 calendar months,
the flight engineer has had at least 50
hours of flight time as a flight engineer
on that type airplane or the certificate
holder or the Administrator has checked
him or her on that type airplane and
determined that he or she is familiar
and competent with all essential current
information and operating procedures.
In the NPRM, the FAA proposed a
90-day recency of experience
requirement for three takeoffs and
landings that parallels the pilots’
recency of experience requirement. This
requirement differs from the current
requirement for 50 hours of flight time
within the preceding 6 months. The
NPRM proposed that flight engineers
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who have been out of recency for 90
days or less would be required to
complete a proficiency check in a
complete crew environment. Flight
engineers who have been out of recency
for more than 90 days would have been
required to complete core conversion
training.
In the SNPRM the FAA has replaced
the reference to the ‘‘maneuvers and
procedures specified in the Flight
Engineer QPS’’ with the actual
maneuvers and procedures. These
maneuvers and procedures are the same
ones that were listed in the QPS in the
NPRM. The maneuvers and procedures
must be accomplished (in any
combination or order) during the
required three takeoffs and landings. In
addition, the FAA has revised the text
to replace core conversion training with
FFS course of instruction to allow the
certificate holder to target the critical
training needs of the flight engineer
during an FFS course of instruction.
16. Line Check (§ 121.1233)
Current § 121.440 requires that to
serve as a PIC a pilot must pass a line
check in which he or she satisfactorily
performs the duties and responsibilities
of a PIC in one of the types of airplanes
to be flown within the preceding 12
months. Further it states that the check
be given by a pilot check airman who
is current and qualified on the route and
the airplane.
In the NPRM the FAA proposed that
a PIC complete a line check within the
preceding 24 months in one of the
aircraft types the pilot is to serve. The
NPRM further stated that a PIC line
check for domestic and flag operations
must be administered by a check PIC or
APD who is current and qualified on
both the route and the aircraft type. If
any required flightcrew member
performs below standard on any tasks,
that person would not be able to serve
as a required flightcrew member in
operations under this part until he or
she receives training on such tasks and
completes a proficiency test in those
tasks. If it has been 30 months or more
since the pilot received his or her last
line check, the pilot must complete the
core conversion training category in
accordance with the Pilot QPS and
complete a line check.
ATA, UPS American, Midwest, and
Continental raised concerns that a
proficiency check may not allow an
opportunity to address performance
problems found during the failed line
check. Accordingly, in the SNPRM, the
FAA proposes to require that if a
flightcrew member does not perform in
accordance with the certificate holder’s
policies and procedures, the check pilot
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or APD may correct the performance
deficiency during the post-flight
debriefing with the flightcrew member
and allow the flightcrew member to
continue operations. This proposal
ensures that performance issues that are
not yet below standard, but are of
concern to the check pilot or APD, are
addressed during the post-flight
debriefing.
Southwest and FedEx suggest that if
a line check does not occur within 30
months, it does not indicate a lack of
proficiency in aircraft operation or
recency of experience. Thus, the
requirement for core conversion training
in this instance is not necessary.
Southwest also recommended deleting
paragraph (g)(2), asserting that this is a
requalification requirement that is more
appropriately addressed in the
§ 121.1239.
The intent of § 121.1233(g) is to
address a missed line check, which is
not the same as becoming unqualified.
However, the FAA recognizes that the
requirements in paragraph (g)(2) are
confusing. In the SNPRM the FAA has
removed paragraph (g)(2) and merged
paragraph (g)(1) into paragraph (g) to
require that if a pilot does not receive
a line check as required by
§ 121.1233(a), the pilot may not serve
until the pilot receives a line check with
a check pilot or APD serving as the PIC.
17. Pilot: Routes and Airports
(§ 121.1235)
As proposed in the NPRM, § 121.1235
contains requirements for certificate
holders in disseminating specific route
and airport information to pilots,
including information and qualification
requirements related to special areas
and airports. The proposed section
combines the current requirements in
§§ 121.443 and 121.445.
American, Continental, United, and
NACA stated that approval of
photographs and diagrams approved by
the Administrator was too burdensome
for the FAA and the current requirement
that these diagrams be ‘‘acceptable to the
Administrator’’ should be retained.
Upon review of the comments and
historical and current procedures for
special use routes and airports, the FAA
has reconsidered its original position
and proposes in the SNPRM to require
FAA acceptance of procedures for
special use routes and airports.
In addition, Continental and Atlas Air
stated that serving as pilot flying or pilot
monitoring should be sufficient for
qualification into special airports,
instead of the proposal to require pilots
to have made a takeoff and landing at
the special airport while serving as a
pilot flying the aircraft. The proposal
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would ensure that all pilots have
experience in special use airports and
routes.
In the NPRM, the FAA did not
account for the pilot monitoring
position as providing skills for flying
into special use airports. The increased
training requirements for the pilot
monitoring duty position, as proposed
in the NPRM and SNPRM, make it
appropriate to allow the pilot
monitoring experience to count for
qualification for special use airports and
routes. In the SNPRM, the FAA has
modified the rule language to allow this
practice.
As proposed in the SNPRM,
§ 121.1235 would provide a higher level
of safety than under the current rules
because the requirements would apply
to all pilots. As proposed, PICs and SICs
would undergo the same training and be
subject to the same requirements for
special use airports and routes. This
approach differs from the current rule,
which only requires special airport
training for PICs. Furthermore, the
additional training requirements for
pilot flying and pilot monitoring would
improve the safety of flying into special
use airports and routes. The provisions
of paragraph (c) would also ensure that
pilots serving on operations into special
use airports and routes have some
experience with the special use airport
or route in the previous 18 months. This
experience can be as pilot flying or pilot
monitoring during a takeoff and landing
or through the use of photographs and
diagrams acceptable to the FAA. In
cases where photographs are not
possible, paragraph (c)(3) permits the
use of written description and diagrams.
18. Pilot: Operating Limitations and
Crew Pairing (§ 121.1237)
Current § 121.438 establishes limits
on pilots operating in certain situations,
such as adverse weather conditions,
special airport operations, and crew
pairing based on pilot experience. For
these situations, the NPRM specified the
pilot seat from which the PIC and SIC
are expected to perform their respective
duties. The PIC is expected to be trained
for, be assigned to, and operate the
aircraft from the left-hand pilot’s seat,
and the SIC is expected to be trained for,
be assigned to, and operate the aircraft
from the right-hand pilot’s seat.
However, the NPRM allowed the
certificate holder to assign the PIC to the
right hand pilot seat or assign the SIC
to the left hand pilot seat provided the
pilots have completed either a training
program for that respective pilot seat or
have completed the seat dependent task
training for that pilot seat in accordance
with the Pilot QPS.
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ATA stated that PICs have the
knowledge, skill, and ability to exercise
full control and authority in the
operation of the aircraft, without
limitation, over other crewmembers and
their duties during flight time, whether
or not the PIC holds valid certificates
authorizing him or her to perform the
duties of those crewmembers during
flight operations. Accordingly, ATA
suggested removing the requirement
that PICs have seat dependent task
training to serve as an SIC. ATA
commented that this would allow
qualified PICs capable of performing SIC
tasks related to flight operations to serve
as either the PIC or SIC.
Neither the NPRM nor the SNPRM
propose to restrict the authority of the
PIC. As proposed, paragraph (c) defines
the pilot seat from which the PIC and
SIC are expected to perform their
respective duties. The current
requirements, as described by the
commenters, do not require that the PIC
be trained to operate from the right seat
and do not require that the SIC be
trained to operate from the left seat. The
FAA does not believe that current
practice adequately qualifies a PIC to
operate from the right seat, nor an SIC
to operate from the left seat.
Accordingly, the FAA has not changed
the requirement for seat dependent task
training from that proposed in the
NPRM.
In addition, the FAA proposes to add
paragraph (e) to address the process for
designating a PIC when the PIC takes a
rest break. This is necessary to ensure
that there is always a PIC actively
participating in the conduct of the
flight. The FAA does not specify the
procedure the certificate holder must
use to determine the acting PIC.
Certificate holders may develop their
own procedures to make this
determination, as long as the person
meets the qualification requirements set
forth in paragraph (e).
19. Eligibility: Check Pilot, Check Flight
Engineer, Aircrew Program Designee
(APD), and Flight Instructor (§ 121.1251)
Proposed § 121.1251 was based on the
current regulations in § 121.411 for
check airmen qualification. This section
contains the requirements for a person
to be eligible to become a check pilot,
check flight engineer, APD, or flight
instructor and to continue to serve as a
check pilot, check flight engineer, APD,
or flight instructor. The FAA based the
proposed rule on current regulations,
but included the use of Training Center
Evaluators (TCE) qualified under part
142.
ATA, American, United, and UPS
commented that the experience
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requirement of one year is not sufficient
to qualify as a check pilot. The
commenters stated that 500 hours as
PIC, 1000 hours as SIC, or a year’s
experience as an instructor better
reflects the experience needed to
perform the task of a check pilot. Flight
Safety stated that the experience
requirement is excessive with respect to
training center evaluators qualified
under part 142 and suggested that
experience gained as a training center
evaluator is sufficient.
In the SNPRM, the FAA has
maintained the proposed requirement
that a flightcrew member serve for at
least 1 year to qualify for training as a
check pilot, check flight engineer, APD,
and flight instructor. The FAA believes
that the combination of the
requirements for the flightcrew member
to have 1 year of experience, have an
ATP certificate, and have completed the
certificate holder’s training and
evaluation is sufficient to ensure a
person is qualified to become a check
airmen, APD, or flight instructor.
ATA, American, and Flight Safety
state that for simulator instructors,
recency of experience requirements do
not improve the quality of safety,
training or evaluation, and would be
very costly and require building
expensive tracking mechanisms, distinct
from pilot takeoff and landing tracking,
for these individuals. The FAA believes
that requiring recency of experience for
all instructors, including simulator
instructors, is appropriate and improves
the quality of training being provided.
Accordingly, the FAA has retained this
proposed requirement in the SNPRM.
20. Initial Operating Experience (IOE)
Pilot: Additional Training Requirements
(§ 121.1255)
In the NPRM § 121.1255, Check
Captain: Additional training
requirements, is based on current
regulations in §§ 121.411 and 121.413.
The FAA failed to include recurrent
training requirements for IOE pilots.
The FAA has proposed recurrent
training requirements that are based on
the proposed requirements for check
airmen to ensure these individuals
maintain proficiency as evaluators.
21. Instructor (Ground and Flight):
Training, Evaluation, and Recent
Experience (§ 121.1281)
Current §§ 121.412 and 121.414
require flight instructors to meet
training, qualification and recency
requirements. The NPRM proposed to
continue these existing requirements for
qualification and training for flight
instructors. In the SNPRM the FAA has
added requirements for instructors
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providing academic training and
evaluation.
ATA, RAA, United, Southwest, and
Continental raised concerns that the
proposed rule adds new layers to the
approval process for check pilots and
instructors by requiring an FAA
authorization letter. Commenters stated
that the rule would be too cumbersome
for the operator and that current
processes ensure the qualifications of
instructors. In the SNPRM the FAA has
revised § 121.1281 to remove any
requirement for any flight instructor to
be authorized by the FAA to conduct
flight instructor activities.
ATA, UPS, FedEx, American,
Continental, and Southwest state that no
evidence is presented indicating a need
for increasing the number of takeoffs
and landings for flight instructors to
maintain recency. In the SNPRM the
FAA has revised the recency
requirements to remove the additional
recency requirements proposed in
§ 121.1281(d)(1) of the NPRM. In the
SNPRM § 121.1281(d)(1) only requires
the check airmen comply with the pilot
and flight engineer recency
requirements in § 121.1229 or
§ 121.1231.
22. Training Program: Qualification and
Approval of Flight Simulation Training
Devices (§ 121.1347)
Current §§ 121.407 and 121.409
provide the requirements for the
qualification and approval of airplane
simulators and other training devices.
The NPRM proposed an updated
version of current § 121.407
requirements by stating that an
approved training program must be
evaluated, qualified, and approved by
the POI. Further, it state that the
required FSTD qualification level for
specific tasks is specified in the QPS. In
the SNPRM the FAA has moved the
requirements originally proposed in
§ 121.1345 into § 121.1347.
NACA asserted that these
requirements would be too burdensome
for the FAA simulator team to complete
timely evaluations of simulators. The
FAA does not believe the evaluation of
FSTDs would be overly burdensome.
Maintaining the qualification of FSTDs
is mandatory under part 60.
Accordingly, the FAA did not revise the
requirements in proposed § 121.1347.
B. Flight Attendant
1. Requirement for Flight Attendants To
Receive Aircraft Operating Experience
on Each Individual Aircraft Type
(§ 121.1305)
Under the current regulations,
qualifying flight attendants are required
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to receive a total of 5 hours of operating
experience (OE) for the group of aircraft
(Group I—Turboprop or Group II—
Turbojet) on which they receive
training. While flight attendants may be
trained on multiple types of airplanes in
a group, they are not required to receive
OE on each type of airplane. The current
regulation waives OE if the flight
attendant had previously received OE
on that group of aircraft with another
part 121 operator. It also allows for a
reduction of 50% of OE if the qualifying
flight attendant has been trained in a
cabin device that replicates one of the
aircraft the air carrier operates. As a
result, current regulations allow newly
qualified flight attendants to serve as
required flight attendants on aircraft
types on which they have never flown.
In addition, the regulations currently
limit flexibility regarding instructional
design for approved flight attendant
training programs by requiring that OE
be accomplished after the completion of
all ground training.
In the NPRM, the FAA proposed to
use the term ‘‘aircraft operating
experience’’ (AOE) to highlight the fact
that the proposed rule requires OE on
each aircraft type prior to the qualifying
flight attendant serving as a required
crewmember on that aircraft. The
proposed requirement would ensure
that qualifying flight attendants who
have been trained on a large number of
different aircraft types have an
opportunity to work with, and be
supervised by, check flight attendants
on each type aircraft before serving as
required crewmembers. Such
experience is necessary because critical
safety procedures can differ
significantly between aircraft types. The
NPRM also allowed greater flexibility in
instructional design by allowing the
certificate holder to integrate AOE on a
specific aircraft type into flight
attendant basic qualification training,
rather than requiring AOE to take place
at the end of training.
Integrating AOE throughout basic
qualification training allows qualifying
flight attendants to consolidate
knowledge and skills gained during
training. This provision also permits
certificate holders to claim training
credit for AOE gained throughout basic
qualification training.
NACA, American Eagle, RAA,
Southwest, ATA, Midwest, and
American commented that requiring
AOE for qualifying flight attendants on
each aircraft type for which they are
trained is unnecessary and redundant.
Commenters asserted that flight
attendant duties are the same from
aircraft to aircraft and given the
similarity among fleet types regarding
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cabin configuration, AOE on each
aircraft type is not necessary. In
addition, they stated that completing
AOE for each aircraft type is not
necessary because a qualifying flight
attendant receives hands on experience
on all safety related items during basic
qualification training. They further
stated that AOE would not provide
qualifying flight attendants with handson experience related to safety.
American commented that, with the
enhancement of training devices and
training requirements, qualifying flight
attendants would receive an abundance
of realistic training on each aircraft type
on which they are qualified during their
initial training period.
Cabins of different type aircraft can
vary greatly. Differences between
aircraft types can include items such as
location of emergency equipment,
procedures for normal door operations,
latching mechanisms on compartments,
operation of galley equipment, boarding
procedures, briefing procedures,
location of exit seats, location of circuit
breakers, electronic notification
systems, entertainment systems,
stowage provisions for carry-on baggage
and electronic equipment for lights,
interphone systems, and public address
systems. The proposed requirement also
addresses some of the issues regarding
flight attendants who are qualified on
multiple aircraft types in the NTSB
analysis of accidents involving flight
attendant performance during
emergency situations in NTSB/SIR–92/
02. Accordingly, the FAA has retained
the AOE requirements in the SNPRM.
Southwest commented that the
increased number of qualifying flight
attendants gaining AOE would detract
from the normal safe operation of the
flight. Under the current rule, there is
no limit placed on the number of
qualifying flight attendants who may
gain AOE on a flight. The FAA believes
that the proposed rule would increase
safety by limiting the number of persons
who may receive or supervise AOE on
any one operating cycle. In the SNPRM,
the FAA has retained this proposed
requirement.
Flight Safety suggested that the FAA
add a provision to allow part 142 flight
attendant instructors to supervise AOE.
In the NPRM and SNPRM, an
employee of a part 142 training center,
who is not a qualified flight attendant
for the air carrier, would be prohibited
from serving as a flight attendant during
flight operations. As such, a part 142
employee would be severely limited in
the ability to supervise AOE. The FAA
reiterates that the intent of the proposed
requirements is to ensure that, before
evaluating other qualifying flight
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attendants, the check flight attendant is
qualified for the certificate holder and
has experience with the certificate
holder’s operations and the aircraft type
in order to effectively evaluate the
qualifying flight attendant.
Several commenters questioned
whether, as permitted under the current
regulations, the FAA would permit AOE
credit if the qualifying flight attendant
has been trained in a cabin device that
replicates one of the aircraft the air
carrier operates. In addition, RAA was
concerned that the proposal eliminates
the provision within the current
regulations that allows OE credit
received on the same group aircraft at
one certificate holder to satisfy the OE
requirement at another certificate
holder. RAA requested that the
proposed requirement that prohibits OE
credit apply only if the previously
trained procedures from one certificate
holder to another are ‘‘significantly
different.’’
The SNPRM retains the proposal from
the NPRM that removes the provisions
that allow (1) AOE credit if the
qualifying flight attendant has been
trained in a cabin device that replicates
one of the aircraft the air carrier
operates, and (2) OE received on the
same group aircraft at one certificate
holder to satisfy the OE requirement at
another certificate holder. The FAA
believes these changes are necessary
because flight attendant procedures can
differ significantly between certificate
holders, even for the same aircraft type,
and because there is no substitute for
operating experience gained during
actual line operations with passengers
onboard.
Southwest commented that the
requirement of two operating cycles is
not necessary when a total of 5 hours is
required for AOE. The FAA believes
that requiring two operating cycles is
necessary to ensure that a qualifying
flight attendant completing AOE gains
operating experience during at least two
takeoffs and landings, which are the
most critical phases of flight. Therefore,
the FAA has retained this requirement
in the SNPRM.
Midwest stated that AOE should not
be required for flight attendants who
qualify for transition training. Similarly,
APFA commented that check flight
attendant supervision for AOE should
only be required during basic
qualification training. ATA commented
that the AOE requirement would make
it impossible to train all qualifying flight
attendants and line flight attendants
within 90 days of initial or transition
training.
Under § 121.1305, flight attendants
completing transition training are not
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subject to the AOE requirements.
Therefore, the FAA has retained the
language as proposed in the NPRM.
RAA, Southwest, NACA, Air Carrier
Association of America (ACAA), and
American commented that the proposed
requirements would add training costs
and increase administrative workload,
especially for carriers with multiple
fleet types. ATA and American stated
that completing AOE for each aircraft
type on which the flight attendant is to
serve would cause air carriers to lose
potential revenue on flight segments
that are used for AOE. In addition, they
stated that AOE for each aircraft type on
which the flight attendant is to serve
would require air carriers to extend
their basic qualification training
schedule to accommodate additional
AOEs and would result in additional
costs to the air carrier. American also
commented that there would be
additional cost to support the check
flight attendant program. NACA noted
that qualifying flight attendants who are
accomplishing AOE cannot be
considered as part of the required flight
attendant crew and suggested requiring
OE on only one type of aircraft followed
by supervision while operating for the
first time as a required crewmember on
any other type aircraft.
While the NPRM may have imposed
additional costs to the air carrier, the
proposal as modified in the SNPRM
reduces the impact of the proposal to
minimal recordkeeping responsibilities
and training costs for check flight
attendants. In addition, concerns
regarding extension of the time required
to complete basic qualification training
have been addressed through changes to
language in the SNPRM by making the
requirements for AOE more flexible.
After a qualifying flight attendant has
completed basic qualification and
received 5 hours of AOE on at least one
type of aircraft, that flight attendant is
no longer considered to be a ‘‘qualifying
flight attendant’’ and may be used as a
required crewmember while being
supervised on additional new aircraft
types. In addition, when a flight
attendant is being supervised, the check
flight attendant who is doing the
supervision can also be a required
crewmember.
The FAA has retained the general
provisions that require each flight
attendant to complete AOE during basic
qualification training. In the SNPRM the
FAA is maintaining the provision that
allows air carriers to integrate AOE
throughout basic qualification training.
In the SNPRM, the FAA also proposes
that, on any flight within 180 days of
completing basic qualification training,
flight attendants may serve as required
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flight attendants on any aircraft type for
which they have not completed AOE
provided certain conditions are met.
These conditions include: (1) Flight
attendants who are serving as required
flight attendants on any type aircraft for
which they have not completed AOE
must be supervised by a check flight
attendant during the first two operating
cycles on that aircraft type; (2) the
supervised experience must be
completed in passenger carrying
operations under this part or in proving
flights conducted under part 91 of this
chapter; (3) the check flight attendant
may not supervise more than four
persons on any one operating cycle; (4)
not more than two check flight
attendants may supervise persons on
any one operating cycle; and (5) the
number of persons receiving
supervision on a particular aircraft may
not exceed twice the number of flight
attendants required by § 121.391 for that
aircraft. If these conditions are not met
and it is still within 180 days of the
flight attendant having completed basic
qualification training, then the flight
attendant may still serve, but not as a
required flight attendant. When 180
days have passed since a flight
attendant has completed basic
qualification training, there is no
requirement for AOE or supervised
experience in order for that flight
attendant to serve as a required flight
attendant on that aircraft type.
The airline operating environment has
changed significantly over the last 30
years since operating experience
requirements for flight attendants were
first established. Currently many
airlines operate multiple types of
aircraft in their fleet. As there is no limit
on the number of aircraft types on
which a flight attendant can be
qualified, the proposed requirements are
necessary to ensure that a flight
attendant qualified on a large number of
different aircraft types for a certificate
holder has actual supervised experience
on each aircraft type.
2. Requirement for Flight Attendant
Instructor Training and Qualification
(§ 121.1291)
For flight attendant instructors,
current regulations only require that
‘‘each certificate holder shall provide
adequate ground and flight training
facilities and properly qualified ground
instructors for the training required by
this subpart.’’ § 121.401(a)(2). Under this
regulation, the training and qualification
of flight attendant instructors varies
greatly among certificate holders. The
intent of the NPRM was to clarify the
requirements and provide uniform
standards for all certificate holders to
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ensure that flight attendant instructors
have been trained on the certificate
holder’s program and received training
on how to be an instructor. In addition,
the FAA intended to allow part 142
schools or other part 119 certificate
holders to provide individuals to serve
as flight attendant instructors provided
they received the appropriate training.
American, American Eagle, and
ACAA were concerned that the
limitation that instructors may provide
instruction only in drills that they are
able to physically perform would
remove training flexibility from the air
carrier. They stated that this would
create an unnecessary scheduling
hardship on the carrier with no benefit
in improving safety or improvement in
the quality of instruction. Commenters
believed the training department should
make decisions about which instructors
to use and commented that the inability
to perform a drill should not restrict a
person from evaluating a drill.
In the NPRM, the FAA only allowed
flight attendant instructors to instruct in
performance drills that they were able to
perform at that time. The SNPRM
retains this proposal because the
requirement would ensure that flight
attendant training is delivered by
instructors who are able to demonstrate
the performance drill. The FAA notes
that neither the NPRM nor the SNPRM
would prevent a person authorized to
administer flight attendant proficiency
tests from evaluating a drill, even
though that person was not physically
capable of performing the drill (see
§ 121.1387).
American and American Eagle were
concerned about the training topics for
flight attendant instructor training. They
believed there was a difference between
what topics should be required for
initial and recurrent flight attendant
instructor training. American Eagle
commented that the flight attendant
instructor qualification and training
requirements should be clarified and
revised as the intent is not clear.
In the NPRM, the FAA outlined the
basic curriculum requirements for
initial and recurrent training of flight
attendant instructors. In the SNPRM, the
FAA is retaining this proposal because
it is necessary for certificate holders to
train all instructors on these basic
curriculum requirements. However, the
FAA does not prescribe the level of
detail given to these topics and expects
that the certificate holder would
develop a program based on their
operation and the individual training
needs of their instructors.
Flight Safety noted that the NPRM, as
written, precluded the use of other part
121 certificate holders or part 142
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schools. The NPRM limited the ability
of other part 121 certificate holders or
part 142 schools to satisfy the flight
attendant instructor qualification
requirements of § 121.1291. The FAA is
modifying the proposed language in the
SNPRM to facilitate the training of flight
attendants by other part 121 certificate
holders and part 142 schools while
maintaining certain flight attendant
instructor qualification and training
requirements. In the SNPRM, the FAA
has removed the requirement that a
flight attendant instructor must have
completed basic qualification or
recurrent flight attendant training for
the certificate holder within the past 12
months. The FAA notes that in the
SNPRM, flight attendant proficiency
tests must still be conducted by an
employee of the part 119 certificate
holder.
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3. Specific Requirements for Qualifying
and Maintaining Qualification as a
Check Flight Attendant (§ 121.1321)
The current rules require air
transportation supervisors to supervise
operating experience for flight
attendants. In the NPRM, the FAA
proposed to require an operator to have
check flight attendants for the purpose
of supervising and evaluating qualifying
flight attendants who are gaining AOE.
Under the NPRM, check flight
attendants are qualified for the
certificate holder and have experience
with the certificate holder’s operations
as well as the aircraft type on which the
supervision is occurring.
ATA, Alaska, RAA, American,
American Eagle, and Midwest
commented that a person who
maintains flight attendant qualification
and successfully completes check flight
attendant training requirements is
sufficiently qualified to be a check flight
attendant. ATA, American, and
Midwest recommended deleting
§ 121.1321(a)(1), which requires the
flight attendant to have experience as a
flight attendant for that certificate
holder, and removing the currency
requirement from (a)(2).
The FAA believes that a qualified
flight attendant who has served as a
flight attendant for that certificate
holder has had an opportunity to
consolidate knowledge and skills and
become familiar with company
procedures. In the SNPRM, the FAA has
retained the experience requirement but
has revised the eligibility criteria for
training as a check flight attendant from
12 months to 180 days. The 180-day
requirement provides the check flight
attendant candidate with the necessary
skills and experience to effectively
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supervise and evaluate flight attendants
who are new to the aircraft type.
In the SNPRM, the FAA is also
retaining the requirement that check
flight attendants be current and
qualified with the certificate holder on
the aircraft type on which they are
supervising AOE because it is necessary
for the check flight attendant to have
current knowledge and experience with
the certificate holder’s operations and
the aircraft type.
ATA, American Eagle, American,
Midwest, and RAA stated that the
approval of check flight attendants
should remain with the carrier, as
allowed under the current rules. Some
of the commenters believed that FAA
oversight of the check flight attendant
training program should be
accomplished through training program
approval and CAP rather than personnel
approval. Midwest and American also
expressed concern that approval by the
Administrator would not improve the
process and would add unnecessary
time and increase resources for the
Administrator.
The proposed requirements are
necessary to achieve effective oversight
of check flight attendants and ensure
that evaluation of a person completing
operating experience is conducted by
effective and qualified evaluators.
However, in the SNPRM, the FAA has
removed the requirement for FAA
approval of check flight attendants and
only requires that check flight
attendants are acceptable to the FAA.
American Eagle, Midwest, American,
Alaska, and ATA commented that the
language concerning eligibility is too
restrictive and limits the carrier’s ability
to use supervisors, subject matter
experts, instructors or other qualified
personnel as check flight attendants.
They recommended deleting
§ 121.1321(d)(1) through (d)(5).
These requirements ensure that,
before evaluating other flight attendants,
the check flight attendant is qualified
for the certificate holder and has
experience with the certificate holder’s
operations and the aircraft type.
Therefore, the FAA has retained this
requirement in the SNPRM.
Horizon, American Eagle, and ATA
stated that it would be difficult to
maintain compliance with currency
requirements if certificate holders were
not hiring new flight attendants because
there would be no opportunity for check
flight attendants to conduct check rides.
Midwest, American, and ATA stated
that the requirement should be
removed. The ACAA noted that the
proposed requirement was burdensome
and needed to be evaluated for those
carriers that are not expanding. It stated
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that the proposal would increase the
time and cost to train and check flight
attendants and the requirement was too
restrictive for carriers who are in a
period of low or no growth. RAA and
American Eagle stated that current
software does not allow for adherence to
the requirements of continuing
qualification of reestablishing recent
experience. They contend that
compliance would require additional,
expensive automation which is not
accounted for in the cost benefit
analysis. These commenters requested
that the proposal be withdrawn due to
the substantial, unjustified cost.
In the SNPRM, the FAA has removed
the requirement that, within the
preceding 12 months, check flight
attendants must provide AOE for at least
one operating cycle to maintain their
continuing qualification. The FAA has
maintained the requirements that the
check flight attendant serve as a flight
attendant or check flight attendant on
that type aircraft in the preceding 12
months, and must also complete check
flight attendant training as required by
§ 121.1321. This ensures that check
flight attendants are prepared to perform
flight attendant evaluations but also
provides some flexibility to the
certificate holder. The FAA believes that
this approach addresses many
commenters’ concerns regarding the
administrative burden and increased
costs of the program.
American Eagle and RAA were
concerned that FAA aviation safety
inspectors did not have to meet the
same training requirements as check
flight attendants in order to observe a
check flight attendant. They contended
that FAA aviation safety inspectors
should meet the requirements in Table
3A of the flight attendant QPS and be
qualified as specified in §§ 121.1291
and 121.1301. In both the NPRM and
SNPRM, the FAA has limited the
personnel who would be observing
check flight attendants to aviation safety
inspectors (cabin safety) to ensure they
have the appropriate technical
background to accomplish effective
observation. Based on the FAA
qualification requirements to be an
aviation safety inspector (cabin safety),
FAA aviation safety inspectors (cabin
safety) possess the required knowledge
to effectively evaluate the performance
of a check flight attendant.
Midwest and American recommended
removing the language in
§ 121.1321(b)(2) that requires check
flight attendants to have the initial,
transition, or recurrent academic
training required by § 121.1381. They
suggested that, in order to serve as a
check flight attendant, the proposed rule
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should require only that a person be a
qualified flight attendant for the
certificate holder and be observed
supervising AOE on at least one
operating cycle by a check flight
attendant or FAA aviation safety
inspector.
The proposed initial, transition, and
recurrent academic training requirement
for check pilots, check flight engineers,
or check flight attendants is necessary to
ensure that evaluation of a person is
conducted by trained and qualified
evaluators. Therefore, the FAA has
retained this requirement in the
SNPRM.
Flight Safety stated that Part 142 flight
attendant instructors are not authorized
nor qualified as check flight attendants
under § 121.1321(a)(2). It recommends
adding a provision to allow part 142
flight attendant instructors to qualify as
check flight attendants.
The intent of the proposed
requirements is to ensure that, before
evaluating other qualifying flight
attendants, the check flight attendant is
qualified for the certificate holder and
has experience with the certificate
holder’s operations and the aircraft type
in order to effectively evaluate the
qualifying flight attendant. Therefore,
the FAA is retaining the proposed
requirement in the SNPRM.
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4. Removal of Recent Experience
Requirement for Flight Attendants
Current regulations do not require
recent experience for flight attendants
but do for other crewmembers. As long
as flight attendants have maintained
their training qualification, they may
return to serve as a flight attendant
without any further training. In the
NPRM, the FAA proposed a new
requirement for flight attendants to
maintain recent experience.
American Eagle, Midwest, Alaska,
RAA, American, APFA, APA,
Southwest, and ATA did not agree with
the proposal to require recent
experience for flight attendants. Many
commenters were concerned with the
administrative cost and contend that it
would require them to obtain new
software to track this requirement for
flight attendants. Commenters also
stated that the safety benefits did not
justify the expense.
AFA fully supported the concept of a
‘‘recent experience’’ requirement for
flight attendants and states that it would
make the regulations more proficiencybased by supporting retention of job
skills via continued performance of
flight attendant duties onboard the
aircraft. RAA saw value in capturing the
intent of this provision as a ‘‘best
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practice’’ in an AC but did not see merit
in making it regulatory.
In this SNPRM, the FAA has not
included a requirement for flight
attendant recent experience. Although
the FAA believes the number of flight
attendants affected by the proposal
would be minimal, the potential
administrative costs would apply to the
entire flight attendant population and
may not justify the safety
enhancements. The FAA believes
withdrawing the recent experience
proposal would have a minimal impact
on safety because the number of flight
attendants affected would be small and
all flight attendants must continue to be
trained and qualified.
5. Increase in Frequency of Recurrent
Training on Automated External
Defibrillators (§ 121.805)
Current rules require flight attendants
to perform proficiency drills on
automated external defibrillators (AED)
every 24 months. In the NPRM, the FAA
proposed to change the recurrent
proficiency drill training requirement
for AEDs from 24 months to 12 months.
The RAA stated that neither the
preamble nor the section-by-section
discussion document provided any
rationale to support a training cycle that
is twice as stringent as the current rule.
It requested that the 24-month training
cycle be retained.
The increase from 24 months to 12
months is appropriate with regard to
AED training in order to be consistent
with the increase in the frequency of all
performance drills using emergency
equipment and procedures. In-flight
medical events occur frequently on
airlines and continuing changes
regarding CPR and responding to cardiovascular emergencies necessitate the
increase in training to ensure flight
attendants are trained on the most
current practices. These drills provide
critical practice in the actions that flight
attendants would take during an inflight medical event. As stated in NTSB
Report, Flight Attendant Training and
Performance During Emergency
Situations (NTSB/SIR–92/02), ‘‘[f]light
attendants must immediately change
from passenger service oriented roles to
their critical safety-related roles in an
emergency * * *. These skills are
perishable, and continuing and effective
training is essential for maintaining
them.’’
American, Midwest, and Southwest
commented that, as written, the
provision appears to apply to all
crewmembers. They requested that the
term ‘‘crewmember’’ be changed to
‘‘flight attendant.’’
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The requirements of § 121.805
continue to apply to all crewmembers
with the exception of paragraph (b)(5),
which applies only to flight attendants.
There was a typographical error in the
NPRM, which mistakenly referred to
paragraph (b)(4) rather than (b)(5). The
proposed change in the frequency of
proficiency training drills was intended
to be applicable only to flight
attendants, and the rule language in the
SNPRM has been changed to correct the
error.
6. Continuing Qualification (§ 121.1303)
Under current rules, the FAA has
established separate requirements for
maintaining flight attendant
qualification to ensure that each
crewmember is adequately trained and
proficient with respect to the type
airplane and crewmember position
involved.
In the NPRM, the FAA proposed
§ 121.1303 to set forth the three methods
for maintaining and reestablishing flight
attendant qualification. These include
basic qualification, recurrent, and
requalification. The specific
requirements for these methods are set
forth in separate provisions.
American Eagle questioned the
rationale and safety value for
introducing a new term ‘‘continuing
qualification’’ to describe a flight
attendant’s standing with his or her
training and recommended the section
be withdrawn. The FAA notes that the
term continuing qualification merely
refers to methods for maintaining and
reestablishing flight attendant
qualification which already exist in
current regulations. In the SNPRM,
however, the FAA has revised
§ 121.1303 in order to clarify the
eligibility period and base month and
when a person becomes unqualified to
serve as a flight attendant.
7. Order of Training (§ 121.1301)
Current regulations do not provide an
order of training for basic qualification
of flight attendants. In the NPRM, the
FAA proposed a specific order of
training for qualifying flight attendants
in order to provide fundamental
knowledge prior to presenting more
specific technical information.
American Eagle, Alaska, ATA, and
RAA objected to the order of training.
American, Midwest, American Eagle,
Southwest, and ATA believed that
training is most effective when
developers are allowed the flexibility to
integrate various elements of a subject
matter when teaching. They stated that
the proposed rule requiring a specified
order of training was too rigid and
would not allow the training to flow
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properly. Alaska acknowledged that,
although the bulk of emergency training
would necessarily follow new hire and
initial training, some emergency
training, such as emergency evacuation
commands, can begin almost
immediately.
The FAA recognizes the value of
airlines having the flexibility to decide
how to integrate various elements of
required subject content to achieve
effective learning. In addition, the FAA
acknowledges that it may be difficult to
satisfy the QPS requirements and
remain in compliance with the order of
flight attendant training prescribed in
§ 121.1301(b). Therefore, the FAA has
not included the requirement that
training occur in a particular order in
the SNPRM.
8. 180-Day Service Requirement for
Transition Training (§ 121.1371)
Certificate holders that operate
multiple fleets of aircraft currently use
two methods for training flight
attendants under current requirements.
One method trains qualifying flight
attendants on each type of aircraft
during initial training and then provides
operating experience after the
completion of all training. The second
method is to train qualifying flight
attendants on one type of aircraft,
provide OE, and then provide transition
training on additional aircraft types after
the flight attendant has served as a line
flight attendant.
In the NPRM, the FAA proposed that
flight attendants satisfy a 180-day
service requirement in order to qualify
for transition training. Transition
training is intended to accommodate
two different types of training
situations. The first situation is when a
certificate holder chooses not to train a
qualifying flight attendant on all aircraft
types the certificate holder operates
during their basic qualification training.
The second situation is to accommodate
an air carrier that adds a new aircraft
type to their operation.
ATA, Midwest, American and RAA
questioned the 180-day service
requirement and sought clarification
regarding the criteria used to determine
the required number of days. They
contend that there is no data
establishing that the transfer of
knowledge would be more effective after
180 days in service and state that the
new requirement would add to their
scheduling and recordkeeping processes
and increase costs. The RAA requested
supporting documentation for the
proposed provision and stated that the
180-day requirement could be
disruptive to the overall carrier
operation.
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In the SNPRM, the FAA again
proposes a 180-day service requirement
to qualify for transition training. The
proposed rule is based on the principle
that, during the 180 days, flight
attendants would have consolidated
their operational and safety skills while
serving as line flight attendants, thereby
reducing the need for supervision while
serving as a flight attendant for the first
time on a new aircraft type. In
determining the appropriate number of
days, the FAA considered the
recommendation of the ARC, with a
membership that included industry and
union representatives as well as FAA
aviation safety inspectors with
experience as flight attendants and
flight attendant managers, and
concluded that 180 days was an
appropriate timeframe. It is consistent
with the probationary time established
by several certificate holders for newlyhired flight attendants and also takes
into consideration that newly-hired
flight attendants are normally on reserve
and initially may not fly on a regular
basis. The FAA believes that the 180day time period allows certificate
holders relief from the supervision
requirements of § 121.1305 without
compromising safety on the aircraft. The
FAA does not anticipate a significant
increase in the administrative burden
placed on certificate holders who are
already required to track training
requirements for flight attendants.
9. Clarification of Terminology Used in
Flight Attendant Training Requirements
In the NPRM, the FAA proposed
training requirements for check flight
attendants (§ 121.1381) and persons
authorized to administer flight attendant
proficiency tests (§ 121.1387).
AFA commented that the proposed
regulations were identical in the initial
paragraphs except for the fact that
§ 121.1381(a)(4) required check flight
attendants to receive academic training
on the appropriate methods and
techniques for conducting ‘‘required
evaluations’’ while § 121.1387(a)(4)
required persons authorized to
administer proficiency tests to receive
academic training on the appropriate
methods and techniques for conducting
‘‘required checks.’’ AFA asked for
clarification as to whether the two
provisions were necessary and
suggested removing duplication where
appropriate and changing § 121.1387 to
reflect this language.
The FAA recognizes the similarity of
the proposed regulations. However,
each regulation applies to training
requirements for different persons
authorized to administer flight attendant
training and evaluation activities. One
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provision specifies training
requirements for all check personnel,
and the other is specific to persons who
are authorized to administer flight
attendant proficiency tests. As AFA
noted, the word ‘‘evaluation’’ is a
broader term that includes reviews,
checks and tests. The term is not
appropriate to use regarding persons
authorized to administer proficiency
tests as they do not conduct proficiency
checks or reviews. In the SNPRM, the
FAA has proposed changes to the QPS
that remove proficiency checks from
emergency training. Under this
proposal, all proficiency checks occur
during AOE and therefore would only
be administered by check flight
attendants or FAA aviation safety
inspectors (Cabin Safety).
A review of the proposed rule and the
QPS did reveal a discrepancy in Table
3E, Section A, of the NPRM. In the
SNPRM the FAA redesignated Table 3E,
Section A, as Table 3B and redesignated
Table 3E, Section B, as Table 3C. In
addition, the FAA removed the
proficiency checks from Table 3C, with
regard to emergency training to comply
with the proposed language of
§ 121.1373(c), which requires only
proficiency tests.
10. Curriculum Category Requirements:
Flight Attendant Recurrent Training
(§ 121.1375)
Under current regulations, in order to
maintain their qualification, flight
attendants qualified on Group I
airplanes are required to have 5 hours
of recurrent training every 12 months on
Group I airplanes and flight attendants
qualified on Group II airplanes are
required to have 12 hours of recurrent
training every 12 months.
In the NPRM, the FAA proposed to
require flight attendants who are
qualified on 2 to 5 types of airplanes to
have 13 hours of recurrent training
every 12 months, regardless of whether
those airplanes are Group I or Group II
airplanes.
Continental stated that there would be
an operational and financial impact on
the airlines due to the increased number
of flight attendants needed to cover the
requirements created by the proposal. It
contended that the duration of recurrent
training for most air carriers would be
extended from two to three days and
that check flight attendants would be
required to attend annual recurrent
training in addition to standard
recurrent training.
Upon review of the comments, the
FAA has revised the hours proposed in
the NPRM and maintained the current
requirement that flight attendants who
are solely qualified on smaller
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turboprop airplanes require 5 hours of
recurrent training and flight attendants
qualified on 1–5 types of turbojet
airplanes require 12 hours of recurrent
training. The proposed regulations do
not prohibit current industry practices,
such as distance learning, which
mitigate the potential operational and
financial impact of the marginal
increase for those air carriers operating
Group II airplanes. Although the
programmed hours are different for
flight attendants solely qualified on
turboprop airplanes, the FAA is
proposing the same curriculum
requirements for all flight attendants, as
is required in current regulations. This
would ensure that all flight attendants
receive the same safety-critical training.
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11. Omission of Emergency Training
From § 121.392(b)
In the NPRM, the FAA proposed to
require that any person identified as a
flight attendant on an aircraft in
operations must be trained and qualified
in accordance with subpart BB. In
§ 121.392(b) of the proposed rule, the
FAA intended to create an exception
which permitted qualifying flight
attendants who had completed new hire
and initial training to be identified as
flight attendants while satisfying their
aircraft operating experience (AOE)
requirement.
The AFA believes that it was an
oversight to exclude emergency training
from the requirements of § 121.392(b).
AFA states that emergency training is an
integral part of flight attendant training
and it is imperative that qualifying flight
attendants have completed such training
prior to being identified as flight
attendants.
The FAA acknowledges that allowing
air carriers some flexibility in
instructional design is necessary to the
extent that air carriers may integrate
AOE into basic qualification, which
would allow qualifying flight attendants
to perform the duties of a flight
attendant during passenger carrying
operations, under supervision.
However, the identification of a
crewmember as a flight attendant
implies that the crewmember is fully
qualified to perform all duties of a flight
attendant. Therefore, the FAA has
revised the language in § 121.392(b) to
require that these individuals be
identified to passengers as qualifying
flight attendants during AOE.
C. Aircraft Dispatcher
1. Acceptable Time for Completing
Recurrent Requirements (§ 121.1409)
Current § 121.401(b) allows recurrent
training, certain checks, and operating
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familiarization to be considered
completed in the month required (i.e.,
‘‘base month’’) if completed in the month
before or after the base month (i.e.,
‘‘eligibility period’’).
In the NPRM, the FAA proposed
§ 121.1409, which was based on
§ 121.401(b) and permits an aircraft
dispatcher who has not completed the
recurrent activity during the eligibility
period to remain qualified and serve
until the end of the eligibility period.
The dispatcher becomes unqualified
and can no longer serve after the
eligibility period ends.
An individual sought clarification as
to whether the use of the word ‘‘or’’ in
§ 121.1409(a) implied that operating
familiarization does not have to be
completed within the eligibility period.
The FAA is modifying the rule language
by changing the word ‘‘or’’ to ‘‘and’’ in
order to clarify that all of the listed
activities must be completed within the
eligibility period.
The commenter also asked whether
the requirements to complete an
evaluation within the eligibility period
for aircraft dispatchers under
§ 121.1409(a) was covered by the
requirement to complete recurrent
training within the eligibility period
under § 121.1455. Section 121.1409(a)
governs the time within which the
recurrent requirements listed in
§ 121.1455 must be completed. In the
SNPRM, § 121.1455 has been revised to
reference § 121.1409(a), which
establishes the acceptable time for
completing recurrent requirements.
2. Training and Evaluation (§ 121.1413)
Under the current rule, aircraft
dispatchers are required to complete
five hours of operating familiarization.
There is no current requirement that the
five hours be completed in international
operations if the dispatcher is
dispatching internationally. In addition,
there is currently no continuity of
training requirement for aircraft
dispatchers.
In the NRPM, the FAA proposed that
aircraft dispatchers who dispatch in
international operations be required to
complete operating familiarization in
international operations. The proposal
was intended to ensure that dispatchers
obtained familiarity within their area of
responsibility because each area of
operation has unique differences such
as route structure, air traffic control
procedures, communications, and
country-specific regulations. In
addition, for the first time, the FAA
proposed in the NPRM a continuity of
training requirement in paragraph
§ 121.1413(b) to ensure that training
occurred within a reasonable time so
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that knowledge and skills were retained
throughout the training period.
Proposed paragraph (c) clarifies that if a
person fails to successfully complete the
curriculum category in the time
prescribed in paragraph (b), the person
must repeat the entire curriculum
category (including academic
evaluation) as opposed to completing
individual subjects or evaluation
requirements. In the SNPRM, the FAA
is retaining these proposed
requirements.
American sought clarification
regarding whether a dispatcher in both
domestic and international operations
in a single year must have completed
five hours of operating familiarization in
each type of operation. UPS commented
that the requirement to do a
familiarization flight on both a domestic
and a flag flight would be an additional
expense that the air carrier presently
does not incur.
Under the proposed rule, an aircraft
dispatcher who dispatches both
domestic and flag operations must
complete operating familiarization in
both kinds of operations in an aircraft
type that the person has dispatched
within the preceding 24 months. In the
SNPRM, the FAA is revising the
proposed rule language to clarify that,
within a 24-month period, a dispatcher
who dispatches both domestic and
international operations must complete
operating familiarization for domestic
operations during one 12-month period
and complete operating familiarization
for international operations during the
other 12-month period. Under the
proposed rule, dispatchers who work
solely in domestic or international
operations are required to complete
operating familiarization within their
area of operations annually. The FAA
notes that there has been no change
from the current rule in the number of
hours required for operating
familiarization.
The FAA also responds that, for flag
operations, the operating familiarization
must be conducted within a flag area of
operation for which the person
dispatches in accordance with the
Aircraft Dispatcher QPS. The proposed
language adds that if an aircraft
dispatcher dispatches both domestic
and flag operations, then within the
previous 24 months, the person must
complete operating familiarization in
both kinds of operations.
American requested an extension
from 120 days to 180 days for the time
within which a dispatcher must
complete the initial curriculum
category. It noted that, rather than limit
the candidate to classroom training, it
presents the dispatcher with a module
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in the classroom and then reinforces the
training with practical experience at an
operational desk. American contended
that this method of training, while
taking more time, strengthened the
process and provided better training.
Midwest objected to the requirement
that a dispatcher who does not complete
initial training within the 120-day
period must repeat the entire initial
curriculum category. It recommended
that the student be allowed to complete
training after evaluation of the material
that has been covered with additional
training in the area weakness.
The 120 day time frame is appropriate
to complete the minimum academic
training and evaluation requirements of
the initial curriculum category because
the requirement would ensure that
training occurs within a reasonable time
so that knowledge and skills are not lost
during the training period. Extending
the training period to 180 days would
constitute a 50 percent increase in the
allowable training period.
RAA commented that the proposed
120-day requirement would be even
more difficult when a training class of
six new hire dispatchers completes
training and there are only one or two
dispatchers that are qualified to oversee
supervised operating experience (SOE).
These requirements would be extremely
difficult to comply with and place an
undue burden on the company.
The FAA believes it is necessary to
include SOE in the 120-day continuity
of training requirement to ensure that
training occurs within a reasonable
time. However, in the SNPRM, the FAA
has revised the requirements for the
individual who oversees SOE. In the
SNPRM, the individual overseeing SOE
must be a current and qualified
dispatcher who meets certain
experience requirements. This person
does not need to meet all of the
requirements of a check dispatcher, as
proposed in the NPRM. The FAA
recognizes that it may take an
uncertificated individual in a combined
certification and initial course more
than 120 days to complete all of the
necessary requirements. Therefore, in
the NPRM and SNPRM the FAA has
allowed 180 days for these individuals
to complete the necessary requirements.
RAA also commented that
§ 121.1413(a)(1)(i)(A) conflicts with the
definition in current § 121.400(c)(2)
which defines transition training as the
training required for crewmembers and
dispatchers ‘‘who have qualified and
served in the same capacity on another
airplane of the same group.’’ It
recommended that the language in the
proposed section be changed from
‘‘aircraft type’’ to ‘‘aircraft group’’ in
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order to be consistent with
§ 121.400(c)(2).
In the SNPRM, the FAA is revising
the proposed rule language to clarify
that, in order to qualify for transition, a
dispatcher must have satisfactorily
completed initial training and
evaluation for another aircraft type
within the same airplane group.
3. Operating Familiarization
(§ 121.1415)
In the NPRM, the FAA proposed that,
for flag operations, the operating
familiarization must be conducted
within a flag area of operation for which
the person dispatches in accordance
with the Aircraft Dispatcher QPS.
NACA commented that the new
regulations require each dispatcher to
perform a familiarization ride every
12 months and dispatchers qualified to
operate flag flights must be on a flag
flight in one of the 12 areas that they are
certified to dispatch. This requirement
would place a financial burden on the
carriers as flights may be gone for
weeks, so the air carrier would have to
bear the expense of a commercial ticket
back from some location. Additionally,
it contended that this requirement is
impossible to plan for and some carriers
would be forced to change the
dispatcher’s base month every year.
The FAA reiterates that, due to the
unique differences within areas of
operation, the proposed requirement
that dispatchers working in
international operations have operating
familiarization in international
operations was intended to ensure that
dispatchers obtained familiarity within
their area of responsibility. The FAA
notes that the dispatcher has the option
under § 121.1415(b) to complete the
operating familiarization requirement in
a LOFT simulator session which would
reduce the financial burden for those
carriers who have non-scheduled
operations. The FAA has retained the
requirement, as proposed in the NPRM.
American commented that it conducts
scenario based simulator training by
virtue of the pilot AQP training program
rather than LOFT simulator sessions. It
recommended that the FAA approve
line scenario based simulator training
for aircraft dispatchers.
In the SNPRM, the FAA is revising
§ 121.1415(b) to include AQP equivalent
simulator training. In addition, the FAA
proposes in the SNPRM to allow
briefing and debriefing time to be
included in the 5-hour requirement.
This change would allow the certificate
holder more flexibility to complete
operating familiarization in a simulator.
Midwest commented that, with the
introduction of new types of operations,
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the demand for jumpseat observations
can become higher than normal with
flight and FAA observations. It
requested that the FAA extend the 90day window for new type operations to
120 days. It asserted that the 30-day
extension would not adversely affect
safety but would allow additional
scheduling flexibility to accomplish
these observation flights.
In the SNPRM, the FAA is extending
the period from 90 to 120 days. The
FAA believes that this is a reasonable
extension that would not have a
negative impact on safety.
4. Supervised Operating Experience
(§ 121.1417)
Under the current regulations, there is
no requirement for supervised operating
experience for aircraft dispatchers,
although it is a common practice within
industry. In the NPRM, the FAA
proposed to require a minimum number
of hours of supervised operating
experience.
TWU commented that under the
proposed rule, aircraft dispatchers
gaining operating experience would
essentially be required to be supervised
by a check dispatcher because the
language of the rule requires
supervision by ‘‘a current and qualified
aircraft dispatcher who meets the
requirements of § 121.1421(b)(1)
through (4),’’ which are the requirements
for a check dispatcher.
In the SNPRM, the FAA is revising
the requirements for a dispatcher who
oversees supervised operating
experience. Under the new proposal, a
dispatcher overseeing SOE would be
required to meet only the experience
requirements contained in § 121.1421
(b)(2), which requires that the person
has performed the duties of an aircraft
dispatcher for at least 8 hours within a
24-hour period in the preceding 90
days, and (b)(4), which requires that the
person has been current and qualified as
an aircraft dispatcher for a part 121
operation for at least 3 of the previous
5 years. The FAA believes that requiring
dispatchers to meet these two
conditions ensures that the supervising
dispatcher has sufficient experience and
expertise with the certificate holder’s
operation to provide adequate
supervision. The FAA notes that there is
no need for the supervising dispatcher
to be a check dispatcher because the
supervising dispatcher does not
administer proficiency checks or
proficiency tests. The supervising
dispatcher oversees a dispatcher who
already has completed the academic
training and evaluation. The FAA
believes that this change would ensure
adequate safety for supervised operating
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experience and provide staffing
flexibility for air carriers.
NACA commented that the proposed
rule requires each dispatcher to receive
eight hours of SOE for each of the 12
(flag) areas. It stated that this
supervision is virtually impossible to
plan given the way in which some
NACA members operate. It contends
that some of its members do not have
flights in all 12 areas defined by the
NPRM, even though they are qualified
to dispatch in those areas. In addition,
NACA stated that getting on-the-job
training in each area would be
impossible.
The FAA clarifies that
§ 121.1417(a)(2) would require the
person to have been supervised for the
minimum hours prescribed in the
Aircraft Dispatcher QPS for each type of
operation (domestic or flag) in which
the person serves. This would require
SOE in each flag area of operation.
Based on current industry training
practices the FAA does not expect there
to be increased costs associated with
this proposal.
TWU recommended that, in Table 1 of
appendix T under the columns for
initial and combined certification and
initial, the hours for ‘‘Supervised
Operating Experience, Domestic’’ should
be increased to 40 hours and the hours
for ‘‘Supervised Operating Experience
per Flag Area of Operation’’ should be
increased to at least 24 hours. It stated
that 8 hours is only sufficient for a
seasoned and expert aircraft dispatch
instructor. It recommended for similar
reasons that, in Table 3 of appendix T,
the hours of SOE per flag area for
requalification should be adjusted to 24
hours for both domestic and flag
operations.
Because there is a wide variance in
size and complexity of part 121 carriers,
the FAA has proposed minimum SOE
requirements for certificate holders. A
certificate holder operating only one
type of aircraft in a small geographical
region would not require the hours of
SOE recommended by the commenter.
The FAA anticipates that certificate
holders would increase the hours as
necessary to ensure that safety is
maintained within their specific
operations.
Midwest commented that, as this
section is written, the student receiving
supervised operating experience already
would have received his or her
proficiency test or check. It
recommended that the FAA clarify the
proposed rule by specifying that the
student must have satisfactorily
completed the knowledge portion of the
listed trainings. In the SNPRM, the FAA
has revised the language to clarify that
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SOE occurs after academic training and
evaluation but before the proficiency
test (during initial, combined
certification and initial, or phase III
requalification) and before the
proficiency check (during phases I and
II of requalification).
American commented that training
reinforced by on-the-job training (OJT)
is more beneficial to a candidate than
receiving training all at one time. It
recommended allowing observation to
be interspersed throughout academic
training. UPS commented that it is more
beneficial to first have classroom
training, then OJT, and then
observation.
Nothing in the NPRM or SNPRM
prevents a certificate holder from
allowing observation to be interspersed
throughout academic training. The
intent of requiring SOE at the
completion of all academic training is to
ensure that the dispatcher is proficient
in all areas of academic instruction and
capable of applying that knowledge in a
working environment.
RAA agreed that one student for one
supervisor is generally what occurs but
stated that a rule requiring one-on-one
supervision in every instance is not
practical since the workload between
operators, the size and scope of
operation, and the number of flights
within the day would vary greatly
among all the part 121 operators. RAA
requested that subpart (c) be revised to
allow two students for one supervisor as
long as the workload is manageable (as
described in an AC).
The FAA is retaining the proposed
requirement because supervising only
one person at a time ensures that the
supervising aircraft dispatcher has a safe
and manageable workload. In addition,
the supervising dispatcher is the
dispatcher of record for each flight
dispatched or released, thus ensuring
that all flights are dispatched and
released by a current and qualified
dispatcher.
5. Dispatcher Instructor and Check
Dispatcher: Eligibility, Training, and
Evaluation (§ 121.1421)
Under current regulations, there are
no specific training or qualification
requirements for persons who may
administer training and evaluation to
aircraft dispatchers. The current rules
require that aircraft dispatchers
complete competence checks annually.
These checks are given by ‘‘an
appropriate supervisor or ground
instructor that demonstrates knowledge
and ability with the subjects set forth in’’
the regulations.
In the NPRM, the FAA proposed to
establish a ‘‘check dispatcher’’ to
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administer proficiency tests (currently
the competence check required by
§ 121.422(b)) and proficiency checks. In
addition, the FAA proposed to establish
training and qualification requirements
for check dispatchers and dispatcher
instructors.
Several commenters, including RAA,
UPS, and American, expressed concern
that the proposed requirements for
check dispatchers would prevent them
from using their most experienced and
knowledgeable individuals in this
position. RAA requested that
§ 121.1421(b)(2) and (b)(4) be
withdrawn. American requested that the
proposed rule include other
qualifications, as accepted by the
Administrator, and currently
documented in their Approved Training
Manual (e.g., Air Transportation
Supervisors) and in FAA Order 8900.1
Flight Standards Information
Management System (FSIMS) Volume 3,
Chapter 20.
While current guidance in FAA Order
8900.1, Vol. 3, Ch. 20, Sec. 1, para. 3–
1387 (Sept. 17, 2009) states that aircraft
dispatchers may be given competency
checks by appropriately qualified air
transportation supervisors or ground
instructors, the current regulations and
guidance do not explicitly state the
qualification requirements for these
individuals. The FAA is retaining the
check dispatcher requirements because
it is essential for a person who is
evaluating the operational control
authority of a dispatcher to have
recently performed the duties of an
aircraft dispatcher. The provisions of
this paragraph do not prevent the
company from using their most
experienced and knowledgeable
individuals as instructors and check
dispatchers as long as they satisfy the
requirements of proposed § 121.1421(a)
and (b).
TWU Local 550 commented that there
is no requirement that a dispatcher
instructor ever actually perform the
duties of a dispatcher. It recommended
that, at a minimum, a dispatcher
instructor should be required to meet
the currency requirements of
§ 121.1421(b)(2), which requires check
dispatchers to have performed the
duties of a dispatcher for at least eight
hours within a 24-hour period in the
preceding 60 days.
Section 121.1421(a)(1) requires a
dispatcher instructor to maintain
currency in accordance with the
certificate holder’s approved training
program. The FAA does not believe that
it is necessary for a dispatcher instructor
to have performed the duties of a
dispatcher because, unlike check
dispatchers, an instructor does not
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evaluate the operational control
authority of an aircraft dispatcher.
Midwest commented that its flight
standards and training department uses
ground instructors who are licensed
aircraft dispatchers but who would not
meet the currency requirement of the
proposed regulation. The carrier
expressed its belief that, under the
proposed regulation, it could continue
to use these instructors under the title
subject matter experts. It further stated
that there would be periods of time
where even certificated dispatcher
instructors could run the risk of
becoming unqualified due to the 60-day
dispatch requirement and, for smaller
operations, the burden can quickly
become limiting.
To provide clarification, the FAA
notes that in order to meet the currency
requirement of § 121.1421(a), an
instructor needs only to maintain
dispatcher currency in accordance with
the certificate holder’s approved
training program. Nothing in the
proposed rule requires a dispatch
instructor to have served as an aircraft
dispatcher within a certain period of
time.
American, TWU Local 550, and RAA
sought clarification on the meaning of
‘‘acceptable’’ as it refers to subject matter
experts (SME). TWU Local 550
recommended that the FAA define what
makes a SME acceptable and RAA
requested that the FAA provide text
within the provision or guidance
material that better defines what is
acceptable. American asked whether
acceptable meant that they merely had
to communicate the information to the
FAA. TWU Local 550 noted that check
dispatchers must be approved by the
FAA, but stated that there is no
explanation on how that approval is
achieved beyond meeting the
requirements of § 121.1439 and the
currency requirements § 121.1421. It
recommended that the FAA define or
give guidance in the final rule for what
procedures or standards must be met to
be ‘‘approved by the FAA’’ as a check
dispatcher as opposed to being
‘‘acceptable to the FAA’’ as in the case
of a SME (§ 121.1421(a)(2)).
The FAA notes that in the SNPRM the
language of the proposed rule has been
revised to require certificate holders to
submit a list of current check
dispatchers, SMEs, and instructors to
the FAA. The list may contain only
check dispatchers or instructors who
have been trained in accordance with
the requirements of part 121 and are
qualified to perform the duties and
responsibilities associated with their
position. With regard to SMEs, the SME
must have the experience and
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knowledge to conduct training in his or
her field of expertise.
TWU Local 550 and TWU commented
that the panel at the public meeting
indicated that it envisioned a SME as a
certified meteorologist covering weather
phenomena of a specific area of
operation or a mechanic explaining the
maintenance of an aircraft system. TWU
Local 550 stated that it supports the
panel’s explanation but recommended
that the FAA add language that would
limit and clearly list what SME subjects
would be approved. TWU asserted that,
if specific guidance and examples are
not given, this was a potential area of
concern. TWU Local 550 expressed
concern that a person may take a course
of instruction in a narrow subject area
and be considered a SME while having
no foundation in the basic theory of the
subject matter. It requested that the
‘‘Generic Training, General Knowledge
and Skills, and Basic Aircraft Type’’ and
‘‘Specific Aircraft Type’’ mentioned in
Table 5 should be expanded to further
the intent that SMEs should also
understand how their subject matter
applies to the dispatch of an aircraft
under part 121 regulations. Midwest
commented that it believes that it is a
risk to allow dispatch instructors who
are not employees familiar with the
carrier’s operation to conduct a wide
range of training. It asked that the FAA
limit non-employees to providing
instruction on generic subjects.
The FAA notes that certain subjects
listed in Table 5 of the QPS must be
conducted by a certificated dispatcher.
To the extent that the commenters have
requested a list of what SME subjects
would be approved, the FAA believes it
is appropriate to allow SMEs to instruct
on a broad range of subjects in order to
permit the certificate holder to identify
and use the best available personnel to
conduct required training. The fact that
the overall training program is approved
by the FAA ensures that SMEs are
providing instruction in their area of
expertise and that the information is
relevant to the certificate holder’s
specific operations.
RAA sought clarification as to
whether a check dispatcher may oversee
supervised operating experience under
§ 121.1417. The FAA notes that, as
shown in appendix T, Table 5, a check
dispatcher may conduct SOE.
American Eagle commented that the
requirement that a check dispatcher
have performed the duties of a
dispatcher in the preceding 60 days is
not consistent with other FAA policies
including the requirements for check
airman and flight instructor which is 90
days. Midwest asks that the FAA drop
the 60-day requirement because it does
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nothing to enhance safety. It commented
that, if the individual has complied with
§ 121.1421(b)(1), then he or she should
know that the individual being observed
is conducting dispatcher duties in
accordance with the QPS.
The proposed requirement is
necessary because under the current
rules, dispatchers who currently
administer competency checks are not
required to have recent practical work
experience. In order to evaluate whether
dispatchers are performing their
responsibilities in accordance with the
certificate holder’s current policies and
procedures, the check dispatcher must
be familiar with the certificate holder’s
operational environment and its current
operating policies and procedures.
Requiring check dispatchers to serve in
operations with the certificate holder
ensures that check dispatchers are
aware of the certificate holder’s current
policies and procedures and can
effectively evaluate other aircraft
dispatchers performing their
responsibilities in accordance with the
certificate holder’s policies and
procedures. However, the FAA has
reconsidered the 60-day timeframe
proposed in the NPRM and believes the
objectives of the proposal can be met
using the 90-day timeframe that is
consistent with the timeframe for check
airmen and flight instructors. The
proposed 90-day requirement for check
dispatchers in the SNPRM still ensures
that check dispatchers are aware of the
certificate holder’s current policies and
procedures and can effectively evaluate
other aircraft dispatchers. The FAA has
revised § 121.1421 accordingly.
6. Eligibility and Qualification for
Dispatch Program Designee (§ 121.1423)
Under current regulations, the
position of dispatch program designee
does not exist. In the NPRM, the FAA
proposed to create this position for the
purpose of issuing aircraft dispatcher
certificates for certificate holders who
elect to establish combined certification
and initial training programs.
Midwest commented that the
reference to § 183.25 in proposed
§ 121.1423(a)(3) appears to be wrong
and it was unable to determine what is
the correct reference for a designated
aircraft dispatcher examiner. Section
183.25 is the correct reference for a
designated aircraft dispatcher examiner.
The FAA notes that the authority of a
designated aircraft dispatcher examiner
is set forth in paragraph (f) of that
section.
Midwest also objected to the
requirement that the dispatch program
designee must be an aircraft dispatcher
serving for the certificate holder for the
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aircraft type and operation. It contended
that this greatly limits the effectiveness
of the designee program and would
most likely result in few certificate
holders utilizing this option. In
response, the FAA has revised the
language of proposed § 121.1423(a)(2) to
remove the requirement for aircraft type
and operation.
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7. Curriculum Category Requirements:
Aircraft Dispatcher Initial, Combined
Certification and Initial, and Transition
Training (§ 121.1453)
Under current regulations, an aircraft
dispatcher may only become certificated
under part 65. In the NPRM, the FAA
proposed to establish, under part 121, a
curriculum category that combines
aircraft dispatcher certification, initial
training, and initial evaluation for the
part 121 certificate holder.
ADF recommended that, because
aircraft dispatchers are required to ride
in the cockpit for initial and recurrent
familiarization and observation
requirements, it would be appropriate to
require initial and, at some interval
recurrent training in aircraft emergency
procedures. The FAA notes that,
although not specifically required, the
certificate holder could include these
areas of training in addition to the
requirements of appendix T,
attachments 2 and 3.
Midwest commented that there is no
reason for certification to be included in
the proposed rule. It stated that part 121
carriers would not train noncertified
persons solely for the reason of allowing
them to gain certification and the new
certification portion of this rule is not
really appropriate for part 121. Midwest
recommended that the certification
remain in Part 65, just as training and
certification of pilots is located in part
61.
The proposed certification program is
optional and is conducted in
conjunction with certificate holder’s
initial training and evaluation
curriculum. The proposed rule merely
gives the certificate holder the ability to
train and certificate an aircraft
dispatcher to their standards in
compliance with the requirements of
Part 65.
8. Curriculum Category Requirements:
Aircraft Dispatcher Recurrent Training
(§ 121.1455)
Under current regulation,
§ 121.427(b)(2), annual recurrent
training and evaluation for aircraft
dispatchers must include all of the
subjects required during initial training.
The NPRM proposed to establish that,
for recurrent training and evaluation,
certificate holders must cover all of the
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areas of instruction listed in section B
of attachment 1 of the Aircraft
Dispatcher QPS and all of the subjects
listed in section C of attachment 2 of the
Aircraft Dispatcher QPS on an annual
basis. As proposed in the NPRM,
certificate holders with more than one
aircraft type would be allowed 3 years
to cover aircraft systems for all of their
aircraft types if approved by the
Administrator.
American commented that it supports
the proposal, as long as the three-year
allowance to cover all subjects does not
change. It stated that it currently covers
everything over a 36-month period.
American and UPS requested
clarification on whether the proposed
rule means that each subject must be
covered every 12 months. TWU
commented that it supports a 3-year
cycle for recurrent training material;
however, it sought clarification
regarding certificate holders with only
one aircraft type.
In the SNPRM, the FAA is retaining
the recurrent training and evaluation
requirements that were proposed in the
NPRM, with one exception. In the
SNPRM, the FAA has maintained the
current programmed hour requirement
for recurrent training and evaluation.
The FAA believes that the current
programmed hour requirement is
adequate to accomplish all of the
curriculum requirements. The FAA has
reorganized some of the attachment to
clarify that, although certificate holders
must provide annual training on each
area of instruction listed in new section
C of attachment 1 that is pertinent to
their operation, they are not required to
cover every subject within that area of
instruction each and every year. With
regard to the recurrent training and
evaluation required by section C of
attachment 2, the FAA reiterates that
certificate holders must cover all of the
subjects listed in that section on an
annual basis. The SNPRM retains the
provision that permits certificate
holders with more than one aircraft type
three years to cover aircraft systems for
all of their aircraft types if approved by
the Administrator. For example, a
certificate holder with six aircraft types
may cover aircraft systems for two
aircraft per year during a three-year
period. For those certificate holders
with a single aircraft type, aircraft
systems for that aircraft must be covered
annually.
TWU questioned the requirement in
§ 121.1455(c) that would require
individuals completing a knowledge test
for academic evaluation to score 80%
overall, but require aircraft dispatchers
to score 80% on each task to pass the
job performance evaluation. The
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requirement to achieve at least 80% in
each task area on the proficiency test is
more difficult than achieving 80%
overall on the knowledge test because a
subpar showing on a particular task area
would cause a failure even if the
individual scores exceptionally well on
the majority of the test.
The FAA has reviewed § 121.1455(c)
and the corresponding QPS
requirements in attachments 1 and 4 of
appendix T and determined that the
requirement for a score of 80% in each
task area of evaluation of the proficiency
check is not appropriate. The FAA has
removed the 80% requirement for
proficiency tests from attachment 4 of
appendix T. Each proficiency test must
include a representative number of
questions for each task which
demonstrates the aircraft dispatcher’s
proficiency. Each area of evaluation
must then be satisfactorily demonstrated
to the Check Dispatcher, Dispatch
Program Designee, or FAA principal
Operations Inspector, as applicable.
This standard is necessary to ensure that
the dispatcher has mastered the subjects
within the areas of instruction before
serving in operations. Academic
evaluations for each curriculum
category would still require an overall
score of 80% or better.
9. Areas of Instruction and Subjects in
the Aircraft Dispatcher QPS
(Appendix T)
Midwest commented that many of the
references that are made in the area of
instruction in attachment 1 entitled
‘‘manual overview’’ are redundant to a
given manual or would be contained in
the FCOM and/or ADPM. It
recommended that, when the section
says manual overview, it should address
manuals and not a collection of
procedures that are contained within
the different operational manuals of an
air carrier. Midwest contends that few if
any operators retain the airplane flight
manual for daily use, but instead the
necessary sections are incorporated into
manuals like the FCOM or ADPM.
The references are appropriate to this
area of instruction. A certificate holder
is not required to retain the Airplane
Flight Manual (AFM) for daily use if the
relevant portions of that manual are
contained in appropriate company
manuals. Training is required for the
dispatcher on the contents for the AFM
that are relevant to dispatch duties.
Midwest commented that, in the area
of instruction dedicated to
‘‘meteorology,’’ the FAA has failed to
clearly identify two important weather
areas, the jet stream and clear air
turbulence. It requested that these two
areas be clearly identified in this list of
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weather subjects. Midwest further stated
that the interpretation and use of
weather charts should be enhanced to
include weather radar use and
interpretation. The FAA notes that these
subjects are covered in attachment 1
(section A) under the subject headings
‘‘upper air meteorology,’’ ‘‘turbulence (all
types),’’ and ‘‘interpretation and use of
weather charts.’’
Midwest commented that the subjects
listed in the area of instruction entitled
‘‘approach plates and charts’’ cover only
departure and arrival procedures. It
recommended that the FAA add
approach charts (instrument and
charted visual) to this list if that is the
intent of this section or correct the
heading to departure and arrival
procedure charting. The FAA notes that
these subjects are covered under the
subject heading ‘‘terminal and en route
charts and publications.’’
Midwest recommended that the FAA
change the ‘‘inoperative navigation aid’’
subject heading to include discussion of
navigation aid substitution, which
should include both en route and
approach navigation aid substitution.
The FAA notes that the information is
covered under the subject heading
‘‘inoperative navigation aids.’’
Midwest commented that, for Basic
Aircraft Training and Evaluation
Requirements under section B of
attachment 2, a number of the subjects
listed under ‘‘additional training’’
already have been covered in other areas
of instruction. It contends that, for
operators with single fleet types, this
training is repetitive. Midwest requested
that the FAA consider either adding the
statement ‘‘for operators of more than
one fleet type’’ to the opening statement
to this area of instruction or retain only
the subjects set forth in (c), (e), (f), and
(k) of section B.4.
The inclusion of these subjects under
Basic Aircraft Training and Evaluation
is appropriate because there are both
generic issues and carrier or aircraft
specific issues associated with these
subjects. Any areas that may be
considered redundant would be
accounted for in the certificate holder’s
approved training program.
TWU questioned section C.3.(a)(6) of
attachment 4, ‘‘Review of the Flight
Crew Qualification for route to be
flown,’’ stating that placing these
requirements on dispatchers would
likely exacerbate workload issues or
hold dispatchers responsible for
validating information that they cannot
access. The FAA notes that this section
deals with the evaluation of a dispatcher
during proficiency tests and checks. The
section requires an aircraft dispatcher to
demonstrate that he has reviewed the
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crew qualifications for the route to be
flown. This provision does not
exacerbate the workload as this task is
already part of a dispatcher’s duties
under current regulations.
TWU questioned the section in
attachment 4 entitled ‘‘Review AIM.’’ It
stated that, because the Aeronautical
Information Manual exists as a
reference, there is no need for it to be
reviewed during any given shift except
in response to a specific question,
which may or may not arise. It
commented that the requirement to
review the AIM is inconsistent with the
daily shift duties of an aircraft
dispatcher, except in specific
circumstances, and should be
withdrawn.
For evaluation purposes, the
dispatcher should be familiar with the
AIM and its contents. This task is an
appropriate area of evaluation because,
as acknowledged by the commenter,
situations arise during daily operations
that require the dispatcher to use the
information in the AIM.
Midwest Airlines commented that few
if any users directly access the National
Weather Service and rely instead on a
weather provider or Internet connection
for access to weather information. It
recommended that the FAA rephrase
the title and subject material of
attachment 4, paragraph C.1.(d) to
reflect the skills the average dispatcher
is going to demonstrate for the task
subject area. Unless the certificate
holder has an approved EWINS
program, it is required under § 121.101
to use weather data provided by the
National Weather Service or a source
approved by the National Weather
Service.
Midwest Airlines commented that the
information contained in attachment 4,
C.1.(b)(1), ‘‘Aircraft Performance and
Limitations Knowledge,’’ would be
better placed in paragraph (a),
‘‘Equipment Knowledge.’’ The item was
appropriately placed under the tasks
that relate to aircraft performance and
limitations.
Midwest commented that, with regard
to the tasks set forth under the heading
‘‘Certificate Holder Manuals,
Procedures, and Operating Information’’
in attachment 4, it is not a dispatcher’s
role to verify the currency of operational
procedures. It stated that dispatchers
must know how to check currency of a
manual and be responsible for
maintaining the currency of the carrier’s
individual manuals, but it is the
certificate holder who is responsible for
ensuring the dispatcher has current
procedures. Midwest requested that the
FAA reword section to indicate that
dispatchers are responsible only for
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verifying the currency of the manuals
made available to them by the certificate
holder. Although the certificate holder
is responsible for ensuring the
dispatcher has current procedures and
manuals, it is the dispatcher’s
responsibility to verify that the manual
being used is current.
Midwest objected to the use of the
word ‘‘all’’ in C.3.(a)(1) of attachment 4
because it suggests that the dispatcher
would directly provide to the crew
items like tables, conversion graphs,
ATIS reports, and radar reports which
are generally not handled by the
dispatcher. The information listed for
evaluation and dissemination by an
aircraft dispatcher is appropriate. The
dispatcher is not required to provide the
actual reports and charts to
crewmembers, but rather to
communicate the information in those
documents that is necessary to ensure
the safe operation of the flight. In
addition, the items listed are consistent
with § 121.601, which directs that an
aircraft dispatcher provide the PIC with
‘‘all available weather reports and
forecasts of weather phenomena that
may affect the safety of flight’’ and
‘‘additional available information of
meteorological conditions and
irregularities of facilities and services
that may affect the safety of the flight.’’
Midwest commented that a number of
items listed under section C.3,
‘‘Planning and Executing a Dispatch
Release’’ of attachment 4 are repetitive.
Midwest stated that most of the items
center on the aircraft status, fuel
planning, and ATC, which already have
been demonstrated and checked prior to
this portion of the task. It stated that, for
example, if the dispatcher demonstrates
a task such as checking aircraft MEL
status and its effect, there is no value
added by repeating this item during an
evaluation.
Although these items are similar, they
are applied differently depending on the
task the dispatcher is performing.
Accordingly, in the SNPRM the FAA
has retained the proposed requirements.
10. Other Required Training (Appendix
T, Attachment 1)
Midwest commented that not having
the ‘‘other required training’’ subjects
(i.e. hazardous materials, drug testing
program) listed in the other three
attachments of the rule could lead to
consistency problems for those that
need to develop programs based on the
guidance that they provide. It
recommended that it should be one
standard format across the board.
These areas of training are required
only during initial and recurrent
training. As such, they are not
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appropriate for the other attachments in
appendix T. Because these areas of
instruction are mandated by other
regulations (as identified in attachment
1, B.1.(o) and C.3), they are not included
in the required hours of training in
subpart CC.
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11. Organization of the Aircraft
Dispatcher QPS (Appendix T)
Midwest commented that the title to
section A of attachment 1 indicates that
the materials cover ‘‘Initial, Combined
Certification and Initial, Recurrent, and
Requalification.’’ It asked whether this
meant that all of the materials in section
A are required in recurrent and
requalification training or just the
materials listed in section B of
attachment 1. In addition, it commented
that section B directs the user back to
A.6.(c) for some of the recurrent and
requalification material. The carrier
requested that the FAA either remove
‘‘recurrent and requalification training’’
from the title of section A or remove
section B as it serves no useful purpose.
In the SNPRM, attachment 1 has been
reorganized to clarify the areas of
instruction and subjects that must be
covered in each of the curriculum
categories. Proposed section B covers
those areas of instruction and subjects
which must be covered (if pertinent to
the certification holder’s operation) in
initial or combined certification and
initial. Proposed section C covers those
areas of instruction which must be
covered during recurrent and
requalification training and evaluation.
The FAA reiterates that, for recurrent
and requalification, certificate holders
must provide training on each area of
instruction in section C on an annual
basis; however, not every subject that
falls under those areas of instruction
must be covered annually.
A commenter indicated that section
C.3 of attachment 2 provides confusing
and conflicting information on what is
‘‘special training’’ and how to handle it
while developing training programs. In
the proposed rule, the special
curriculum category is addressed in
§ 121.1437. Because special training
could apply to other parts of a certificate
holder’s training program, this section
has been moved from attachment 2 to
the beginning of Aircraft Dispatcher
QPS. The special curriculum category
covers any training and evaluation that
is necessary to address changes to the
certificate holder’s operations or to
correct deficiencies identified by the
certificate holder’s CAP.
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12. Required Questions for Proficiency
Tests and Checks (Appendix T,
Attachment 4)
Midwest commented that the number
of knowledge questions required in
attachment 4 of appendix T is 130, is
more than the Knowledge Test
administered by the FAA in granting a
dispatcher certificate. It stated that the
knowledge evaluation for initial,
recurrent, and requalification training
already have been addressed in
attachments 1 and 2 of appendix T and
there is no need to address these
knowledge items which have already
been tested.
The proficiency tests and checks
under attachment 4 are an evaluation of
the dispatcher’s knowledge and skills as
applied in a work environment. The
FAA has, however, removed the number
of required questions from attachment 4
because evaluators who are
administering proficiency tests and
checks must be able to present scenarios
that encompass several operational
areas and permit the evaluator to assess
the dispatcher’s situational awareness
and abilities.
13. Calculation of Evaluation Questions
for Requalification (Appendix T,
Attachments 1 and 2)
Midwest commented that it
occasionally needs to conduct
requalification training for dispatchers.
It contends that it attempted to apply
the proposed QPS requirements to the
case of a dispatcher who has had a lapse
of currency of 25 months and believes
that the correct amount of questions that
would be required by this phase IV
requalification with one flag area of
operation is 65, based on 2 missed
recurrent programs and 5 areas required
by Table 3. It requested whether the
calculation was accurate.
In the SNPRM, the FAA has revised
the proposed requirements for
requalification. Under the new proposal,
a dispatcher who has had a lapse in
currency of 25 months would be
required to repeat initial training in the
certificate holder’s training program. A
dispatcher who has missed one
recurrent cycle would be required to
satisfactorily complete an academic
evaluation containing 20 questions, as
required in attachment 1, A.4.(c), and 20
questions, as required in attachment 2,
A.4.(c). In addition, the FAA has revised
the language in appendix T to clarify
that the academic evaluation must also
contain five questions for each
additional ‘‘academic’’ training and
evaluation activity listed in Table 3,
(General Knowledge and Skills, Specific
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Training per Aircraft Type, and General
Knowledge per Flag Area of Operation).
14. Dispatch Resource Management
(DRM) (Appendix T)
Under current regulations, DRM
training is required under 121.404 and
121.422. In the NPRM, the FAA
included DRM in the Aircraft
Dispatcher QPS as a required area of
instruction for Initial, Combined
Certification and Initial, Recurrent, and
Requalification Curriculum Categories.
US Airways and Midwest commented
that resource management training falls
short of providing an adequate
understanding of the resources available
to both pilots and dispatchers. Several
commenters recommended that the FAA
consider including in the QPS a
requirement for joint training in DRM
and CRM. US Airways stated that it
regularly sees examples of flight crews
not being aware of what resources
dispatchers can provide. The ADF
recommended that crews be trained to
notify the dispatcher of any emergency
or abnormal situation as soon as
practical because often dispatchers have
all the available tools to provide support
and assist the crew, begin preparation
for ground assistance, and communicate
the required notifications for any given
situation. TWU stated that LOFT should
be employed as part of DRM.
The DRM AC (AC 121–32A) discusses
in greater detail how to integrate DRM
into operational control and numerous
departments within the certificate
holder’s operations. Joint training in
CRM and DRM is a recommended
practice in AC 121–32; however, it may
not be practical for some certificate
holders due to scheduling conflicts and
the availability of operations personnel.
The DRM requirements set forth in the
QPS establish only the minimum
requirements necessary to ensure the
effective management of available
resources by aircraft dispatchers. The
FAA notes that a certificate holder is
free to enhance the training above the
minimum requirements.
Midwest commented that the QPS
leaves the operator little or no way to
address the changing state of DRM. It
contended that the listed subjects are
repetitive in nature and fail to address
the current generation of DRM/CRM
which directly address ‘‘Threat and
Error Management.’’ It commented that
the FAA’s failure to include ‘‘Threat and
Error Management’’ is inconsistent with
standard industry practice. Midwest
recommended that the references to
multi-tasking, tactical and strategic use
of resources, preparation, planning and
vigilance could be better addressed by
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VI. Impact Statements
The total industry paperwork cost of
reviewing the updated manuals is $1.47
million. On average, over the 10-year
analysis interval, the costs to update the
manuals would be $147,000 annually.
In addition, the CAP requires
certificate holders to document the
effectiveness of their training and
qualification programs, or the need to
change, to allow for continuance. The
cost estimates are the time estimates to
prepare and maintain the actual
document that outlines the certificate
holder’s CAP for FAA approval as part
of the approved training program. The
FAA estimates industry costs for
documenting the effectiveness of
13 OAG
Paperwork Reduction Act
Paperwork Reduction
This proposal contains the following
new information collection
requirements. As required by the
Paperwork Reduction Act of 1995 (44
U.S.C. 3507(d)), the FAA has submitted
the information requirements associated
with this proposal to the Office of
Management and Budget for its review.
Title: Qualification, Service, and Use of
Crewmembers and Aircraft Dispatchers
Summary: The FAA proposes to
amend the regulations for crewmember
and aircraft dispatcher training
programs in domestic, flag, and
supplemental operations. The proposed
regulations enhance traditional training
programs by requiring the use of FSTD
for flightcrew members and including
additional training requirements in
areas that are critical to safety. The
proposal also reorganizes and revises
the qualification and training
requirements. The proposed changes are
intended to contribute significantly to
reducing aviation accidents.
Use of: This project is in direct
support of the Department of
Transportation’s Strategic Plan—
Strategic Goal—SAFETY; i.e., to
promote the public health and safety by
working toward the elimination of
transportation-related deaths and
injuries. This request for clearance
reflects requirements necessary under
Title 14 CFR parts 65, 119, 121, 135, and
142, to ensure safety of flight by making
certain that complete and adequate
training, testing, checking, and
experience is obtained and maintained
by those who operate under these parts
of the regulation and that the use of
flight simulation is used to its maximum
practical extent in achieving these goals.
The FAA will use the information it
collects and reviews to ensure
compliance and adherence to
regulations and, where necessary, to
take enforcement action on violators of
the regulations.
Respondents (including number of):
The FAA estimates there are 80
certificate holders who would be
required to provide information in
accordance with the proposed rule. The
respondents to this proposed
information requirement are certificate
holders using the training requirements
in 14 CFR part 121.
Frequency: The FAA estimates
certificate holders will have a one time
information collection, then will collect
or report information occasionally
thereafter.
Annual Burden Estimate: This
proposal would result in an annual
recordkeeping and reporting burden as
follows:
The proposed SNPRM changes that
deal with manuals for operations in
accordance with part 121 would require
revisions to the manual requirements.
The manuals must include the
instructions and information necessary
to allow the pilots, other pilots and
flight engineers to perform their
required safety related duties and
responsibilities. The manual, and any
changes, must be approved by the
Administrator.
The FAA estimates for a certificate
holder operating under part 121 or 121/
135 with two aircraft groups,13
approximately 35% of the content of
these manuals would require revision.
On average, the agency estimate that
this constitutes about 86 pages for each
aircraft group.
Table 16 shows the estimated time for
industry to update manuals.
operators with traditional training
programs for each category as follows:
(a) Pilots (includes training programs
for pilots, flight engineers, check pilots
and flight engineers, and instructors):
1. Initial documenting requires eight
hours for review by a Technical Writer
Manager for 80 passenger and cargo air
carriers.
Fleet Database.
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simply using the phrase ‘‘Threat and
Error Management.’’
DRM has evolved because of the joint
responsibility for the preflight planning,
delay, and dispatch release of a flight
between the PIC and aircraft dispatcher.
It is intended to address problems
associated with poor group decisionmaking, ineffective communication,
inadequate leadership, and poor task or
resource management. The FAA has
identified fundamental topics associated
with DRM training. These topics are
designed to result in better management
of information that has a direct impact
on safe flight operations and promote a
better interface with each PIC, as
consistent with the joint responsibility.
The specific content of training and
organization of these topics should
reflect an organization’s unique culture
and specific needs.
RAA commented that attachment 4 of
the dispatcher QPS provides only one
means for evaluation that is acceptable
for the proficiency test or check. It
would like the ability to provide other
means of testing and checking to assess
the DRM indicators. It contends that the
process becomes self-limiting if the only
method allowed for evaluation is DRM
indicators.
Because DRM training is the
incorporation of team management
concepts in flight operations, it is
essential that these team-oriented goals
be demonstrated in a scenario-based
setting in order to ensure that a
dispatcher is able to employ all
available resources during flight
operations. The FAA proposed to
require dispatchers to demonstrate and
apply DRM concepts throughout their
proficiency tests and checks. As always,
a certificate holder may devise and
administer alternative evaluations in
addition to the evaluations required by
the proposed rule.
Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
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1. Initial documenting requires eight
hours for review by a Technical Writer
Manager for passenger 66 air carriers.
2. Recurrent documenting requires
two hours for review by a Technical
Writer Manager for 66 passenger air
carriers.
Table 17 summarizes the FAA
expected results of the industry
paperwork cost of reviewing and
updated manuals and the CAP.
The agency is soliciting comments
to—
(1) Evaluate whether the proposed
information requirement is necessary for
the proper performance of the functions
of the agency, including whether the
information will have practical utility;
(2) Evaluate the accuracy of the
agency’s estimate of the burden;
(3) Enhance the quality, utility, and
clarity of the information to be
collected; and
(4) Minimize the burden of collecting
information on those who are to
respond, including by using appropriate
automated, electronic, mechanical, or
other technological collection
techniques or other forms of information
technology.
Individuals and organizations may
send comments on the information
collection requirement to the address
listed in the ADDRESSES section at the
beginning of this preamble by July 19,
2011. Comments also should be
submitted to the Office of Management
and Budget, Office of Information and
Regulatory Affairs, Attention: Desk
Officer for FAA, New Executive
Building, Room 10202, 725 17th Street,
NW., Washington, DC 20053.
According to the 1995 amendments to
the Paperwork Reduction Act (5 CFR
1320.8(b)(2)(vi)), an agency may not
collect or sponsor the collection of
information, nor may it impose an
information collection requirement
unless it displays a currently valid OMB
control number. The OMB control
number for this information collection
will be published in the Federal
Register, after the Office of Management
and Budget approves it.
prohibits agencies from setting
standards that create unnecessary
obstacles to the foreign commerce of the
United States. In developing U.S.
standards, this Trade Act requires
agencies to consider international
standards and, where appropriate, that
they be the basis of U.S. standards.
Fourth, the Unfunded Mandates Reform
Act of 1995 (Pub. L. 104–4) requires
agencies to prepare a written assessment
of the costs, benefits, and other effects
of proposed or final rules that include
a Federal mandate likely to result in the
expenditure by State, local, or Tribal
governments, in the aggregate, or by the
private sector, of $100 million or more
annually (adjusted for inflation with
base year of 1995). This portion of the
preamble summarizes the FAA’s
analysis of the economic impacts of this
proposed rule. Readers seeking greater
detail should read the full regulatory
evaluation, a copy of which we have
placed in the docket for this rulemaking.
In conducting these analyses, the FAA
has determined that this proposed rule:
(1) Has benefits that justify its costs, (2)
is not an economically ‘‘significant
regulatory action’’ as defined in section
3(f) of Executive Order 12866, (3) is
‘‘significant’’ as defined in DOT’s
Regulatory Policies and Procedures; (4)
would have a significant economic
impact on a substantial number of small
entities; (5) would not create an
unnecessary obstacles to the foreign
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International Compatibility
In keeping with U.S. obligations
under the Convention on International
Civil Aviation, it is FAA policy to
conform to International Civil Aviation
Organization (ICAO) Standards and
Recommended Practices to the
maximum extent practicable. The FAA
has reviewed the corresponding ICAO
Standards and Recommended Practices
and has identified no differences with
these proposed regulations.
Regulatory Evaluation, Regulatory
Flexibility Determination, International
Trade Impact Assessment, and
Unfunded Mandates Assessment
Changes to Federal regulations must
undergo several economic analyses.
First, Executive Orders 12866 and 13563
direct that each Federal agency shall
propose or adopt a regulation only upon
a reasoned determination that the
benefits of the intended regulation
justify its costs. Second, the Regulatory
Flexibility Act of 1980 (Pub. L. 96–354)
requires agencies to analyze the
economic impact of regulatory changes
on small entities. Third, the Trade
Agreements Act (Pub. L. 96–39)
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2. Recurrent documenting requires
two hours for review by a Technical
Writer Manager for 80 passenger and
cargo air carriers.
(b) Flight Attendants:
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
commerce of the United States; and (6)
would not impose an unfunded
mandate on state, local, or Tribal
governments, or on the private sector by
exceeding the threshold identified
above. These analyses are summarized
below.
Total Benefits and Costs of This Rule
More detailed qualitative and
quantitative benefit and cost
information is provided below.
with Advance Qualification Program
(AQP) pilot training programs.
• Value of a fatality avoided—$6.0
million.
Changes from the NPRM to the
SNPRM
Upon review of the NPRM comments,
the FAA identified several key issues to
be addressed. In the SNPRM the FAA
proposes to establish provisions for
training program modifications for
flightcrew members, clarifies the
minimal impact on AQP operators,
requires certificated aircraft dispatchers
for supplemental operations, revises the
training and evaluation task
requirements in the flightcrew member
and flight engineer Qualification
Performance Standards appendices
(QPS), and removes the information
portion of the QPS appendices and
placing the information in advisory
circulars. The FAA also made other
changes to many of the proposals in the
NPRM. For example, the FAA has
simplified the Flight Attendant and
Aircraft Dispatcher requalification
requirements, revised and clarified the
programmed hour requirements, and
revised and clarified the initial cadre
requirements. The FAA has also
clarified the programmed hour
requirements for pilots.
• Flight attendant training
(Recommendations A–92–67, A–92–70,
A–92–71, A–92–74, and A–92–77);
• TCAS RA training
(Recommendation A–93–46);
• Use of simulators to conduct LOFT
(Recommendations A–94–191 through
194);
• Training of flightcrews to respond
to sudden, unusual or unexpected
aircraft upsets (Recommendation A–96–
120);
• Training of crewmembers to
respond to in-flight fires
(Recommendations A–01–83 through
A–01–85);
• Aircraft pressurization on the
ground while the ground-based air
conditioning is supplying conditioned
(cooled or heated) air to the cabin
(Recommendation A–07–96);
• Monitoring of exit availability on
the ground after a significant event to
help expedite and emergency
evacuation (Recommendation A–09–26);
• Communication and coordination
between Flight Crewmembers and Flight
Attendants regarding emergency and
In addition, the proposed rule
generates qualitative benefits for pilots,
dispatchers, flight attendants, and flight
engineers as it responds to the FAA
‘‘Call to Action’’ and to the 28 NTSB
safety recommendations.
The changes proposed in this SNPRM
address the following NTSB
recommendations:
• Crewmember Resource
Management (CRM) training
(Recommendations A–88–71 and A–94–
96);
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Benefits of This Rule
Phased-in potential benefits would
accrue from the additional training
initiatives and are estimated to be about
$445.06 million, $222.86 million at a
seven percent present value, and
$327.48 million at a three percent
present value over the 10-year analysis
interval. The following table shows the
proposals benefit breakdown by pilot,
flight attendant, and aircraft dispatcher.
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This proposed rulemaking will affect
operators of transport category airplanes
operating under 14 CFR Parts 121 and
121/135.
Assumptions:
• Discount rates—a 7% base case
with a 3% sensitivity analysis rate.
• This proposed rule would become a
final rule in 2011.
• This proposed rule would become
effective in 2016.
• Period of analysis—2016 through
2025 because this analysis period fully
accounts for the expected benefits and
costs.
• It is not the intent of the FAA for
this proposed rule to affect operators
EP20MY11.004
Who is potentially affected by this rule?
The FAA estimates the total cost of
the proposed rule would be
approximately $391.9 million in
nominal dollars, $199.1 million at a
seven percent present value, and $290.3
million at a three percent present value.
The estimated potential quantified
safety benefits over the 10-year analysis
interval is $445.1 million, $222.9
million at a seven percent present value,
and $327.5 million at a three percent
present value.
The following table shows these
results.
Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
• Develop and conduct stall recovery
training and provide stick pusher
familiarization training for pilots of
stick-pusher equipped aircraft
(Recommendations A–10–22 and A–10–
23).
Alternatives Considered
The FAA considered multiple
alternatives to the rule. Two alternatives
address giving relief to small entities,
one alternative considered accepting the
NPRM, and the last alternative
addressed AQP pilot training programs.
A discussion of these alternatives can be
found in the associated regulatory
impact analysis and regulatory
flexibility analysis. The FAA seeks
comment on these alternatives and other
potential approaches to the proposals
contained within this SNPRM.
the agency determines that it will, the
agency must prepare a regulatory
flexibility analysis as described in the
RFA.
The FAA believes that this proposal
would result in a significant economic
impact on a substantial number of small
entities. The purpose of this analysis is
to provide the reasoning underlying the
FAA determination.
Section 603 of the Act requires
agencies to prepare and make available
for public comment an initial regulatory
flexibility analysis (IRFA) describing the
impact of final rules on small entities.
Section 603(b) of the Act specifies the
content of a FRFA.
Each IRFA must contain:
Under Section 603(b) of the RFA, the
analysis must address:
• A description of the reasons why
action by the agency is being
considered;
• A succinct statement of the
objectives of, and legal basis for, the
proposed rule;
• A description of the projected
reporting, record keeping and other
compliance requirements of the
proposed rule including an estimate of
the classes of small entities which will
be subject to the requirement and the
type of professional skills necessary for
preparation of the report or record;
• An identification, to the extent
practicable, of all relevant Federal rules
which may duplicate, overlap or
conflict with the final rule;
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Regulatory Flexibility Determination
The Regulatory Flexibility Act of 1980
(Pub. L. 96–354) (RFA) establishes ‘‘as a
principle of regulatory issuance that
agencies shall endeavor, consistent with
the objectives of the rule and of
applicable statutes, to fit regulatory and
informational requirements to the scale
of the businesses, organizations, and
governmental jurisdictions subject to
regulation. To achieve this principle,
agencies are required to solicit and
consider flexible regulatory proposals
and to explain the rationale for their
actions to assure that such proposals are
given serious consideration.’’ The RFA
covers a wide-range of small entities,
including small businesses, not-forprofit organizations, and small
governmental jurisdictions.
Agencies must perform a review to
determine whether a rule will have a
significant economic impact on a
substantial number of small entities. If
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Costs of This Rule
From 2010 to 2025, the FAA estimates
the total cost of the proposed rule would
be approximately $391.9 million in
nominal dollars, $199.1 million at a
seven percent present value, and $290.3
million at a three percent present value.
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The total costs include increased
training for pilots, flight engineers,
flight attendants and aircraft dispatchers
along with additional costs of more
simulators, paperwork for updating
manuals, and government costs for
review and approval of the modified
training programs and manuals.
The following table shows the
proposals cost breakdown by pilot and
flight engineer training, flight attendant
training, aircraft dispatcher training,
government and paperwork.
• A description and an estimate of the
number of small entities to which the
rule will apply;
• An analysis cost and affordability
for small entities,
• An estimation of the potential for
business closures,
• Conduct a disproportionality
analysis,
• Conduct a competitive analysis,
• A summary of significant issues
raised by public comments in response
to the initial regulatory flexibility
analysis and how the agency resolved
those comments, and
• Each initial regulatory flexibility
analysis shall also contain a description
of any significant alternatives to the
final rule which accomplish the stated
objectives of applicable statutes and
which minimize any significant
economic impact of the final rule on
small entities.
Reasons Why the Rule Is Being
Proposed
The primary purpose of this proposed
rule is to establish new requirements for
traditional air carrier training programs
to ensure that safety-critical training and
evaluation is provided for crewmembers
and aircraft dispatchers. The proposed
changes seek to make a significant
contribution to the FAA’s accident
reduction goal by directly addressing
the safety goals from two recent FAA
‘‘Call to Action’’ initiatives including
pilot ‘‘upset recovery’’ training and
improvement of runway safety by
requiring training in critical runway
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unusual situations (Recommendation
A–09–27);
• Pilot monitoring duties
(Recommendation A–10–10);
• Requirements for flightcrew
member academic training regarding
leadership (Recommendations A–10–13,
A–10–14, and A–10–15);
• Pilot recordkeeping requirements
regarding training performance
(Recommendations A–10–17 and A–10–
18);
• Develop and implement procedures
to establish airspeed reference
(Recommendation A–10–21); and
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
safety issues. The proposed
requirements also implement numerous
safety recommendations from the
National Transportation Safety Board.
The Objectives and Legal Basis for the
Rule
The objective of the rule is to enhance
crewmember and aircraft dispatcher
training programs by including
additional training requirements in
areas that are critical to safety. The
proposed changes are intended to
contribute significantly to reducing
aviation accidents and improving
crewmember and dispatcher
performance.
The legal basis for the rule is 49
U.S.C. 44701 et seq., which provides
that for regulations related to airmen
certification, the FAA must consider the
duty of an air carrier to provide service
with the highest possible degree of
safety in the public interest. The FAA
must also consider, as a matter of
policy, reducing or eliminating the
possibility of recurrence of accidents in
air transportation (49 U.S.C. 44701(c)).
Projected Reporting, Recordkeeping and
Other Requirements
We expect no more than minimal new
reporting and recordkeeping compliance
requirements to result from this final
rule. Costs for the associated labor
constitute a burden under the
Paperwork Reduction Act and are
accounted for in the preamble to the
final rule.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Overlapping, Duplicative, or Conflicting
Federal Rules
We are unaware that the proposed
rule will overlap, duplicate or conflict
with existing Federal Rules.
• Each final regulatory flexibility
analysis shall also contain a description
of any significant alternatives to the
final rule which accomplish the stated
objectives of applicable statutes and
which minimize any significant
economic impact of the final rule on
small entities.
• A summary of significant issues
raised by public comments in response
to the initial regulatory flexibility
analysis and how the agency resolved
those comments.
• The type and number of small
entities to which the rule will apply.
Under the RFA, the FAA must
determine whether a proposed rule
significantly affects a substantial
number of small entities. This
determination is typically based on
small entity size and cost thresholds
that vary depending on the affected
industry.
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Using the size standards from the
Small Business Administration for Air
Transportation and Aircraft
Manufacturing, we defined companies
as small entities if they have fewer than
1,500 employees.
This proposed rule would become
final in 2010 and fully effective in 2015.
Our forecasts do not have the
granularity to determine if an operator
will still be in business or will still
remain a small business entity.
Therefore we will use 2008 U.S.
operator’s employment and annual
revenue in order to determine the
number of operators this proposal
would affect.
For this analysis, we considered the
economic impact of this proposed rule
on small-business part 121 and 121/135
operators. We obtained a list of part 121
and 121/135 U.S. operators from the
FAA Flight Standards Service NVIS
database. Using information provided
by the U.S. Department of
Transportation Form 41 filings we
obtained company revenue and
employment for each of the part 121 and
121/135 U.S. operators.
Using the methodology discussed
above we determined of the 98 part 121
and 121/135 U.S. operators could be
affected by the rule. Of the 98 operators,
there are 55 that reported annual
employment and operating revenue
data. Of the 55 air carriers that reported
annual employment data, 31 air carriers
meet the SBA size standard of small
business of 1,500 employees. Of the 31
air carriers that meet the SBA size
standard of small business, there are
three operators who do not have
traditional pilot training programs who
would not be affected by the proposal.
Therefore, there are 28 air carriers that
meet the SBA size standard of small
business and are affected by the
proposal.
Due to the sparse amount of publicly
available data on internal company
financial statistics for small entities, it is
not feasible to estimate the total
population of small entities affected by
this proposed rule.
Cost and Affordability for Small Entities
To assess the proposed rule’s cost
impact to small business part 121 and
121/135 operators, we determined the
incremental amount of additional time
this proposal would add for training.
The FAA used the hourly wages,
including benefits, of flight crew
member as a basis to estimate costs. We
expected the additional training
requirements would also result in
additional travel for training. We also
contacted industry and determined that
additional simulators would need to be
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purchased and training facilities would
need to be either built or expanded. In
order to maintain confidentiality of the
operators who provided costs estimates
for the increased simulator and training
facilities, we summed the incremental
costs of this proposal and then
calculated an average cost by flight crew
member.
We estimated each operator’s total
compliance cost by multiplying the
average cost by flight crew member by
the number of flight crew members for
each of the 28 air carriers that meet the
SBA size standard of small business of
1,500 employees. We then measured the
economic impact on small entities by
dividing the estimated compliance cost
by each of the 28 small entity’s annual
revenue.
The proposal’s cost is estimated to be
greater than two percent of annual
revenue for nine of the 28 small entity
operators.
Thus the FAA has determined that a
substantial number of small entities will
be significantly affected by the rule.
Business Closure Analysis
Since many of the other commercial
small business air operator firms do not
make their annual revenue publicly
available, it is difficult to assess the
financial impact of this final rule on
their business. To fully assess whether
this final rule could force a small entity
into bankruptcy requires more financial
information than is publicly available.
In the NPRM, the FAA requested
comment, with supportive justification,
to determine the degree of hardship, and
feasible alternative methods of
compliance, the final rule will have on
these small entities. We did not receive
comment specific to this request.
Disproportionality Analysis
The disproportionately higher impact
of the final rule on small operators may
result in disproportionately higher costs
to small operators because the FAA does
not intend on this proposal to affect
operators with Advance Qualification
Program (AQP) pilot training programs.
Currently, due to the voluminous
amount of data that is required to be
collected, most operators that train
under AQP pilot training programs are
large entities employing over 1,500
people. Although a small operator may
apply for an AQP pilot training
program, many choose to remain under
the traditional Federal Aviation
Regulations and would therefore be
affected by this proposal. Based on the
percent of potentially affected current
operators, small U.S. business operators
with traditional pilot training programs
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may bear a disproportionate impact
from the final rule.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Competitive Analysis
The aviation industry is an extremely
competitive industry with slim profit
margins. The number of operators who
entered the industry and have stopped
operations because of mergers,
acquisitions, or bankruptcy litters the
history of the aviation industry.
As mentioned in the
Disproportionality Analysis, many small
entities currently train their pilots under
the traditional Federal Aviation
Regulations and would be affected by
this proposal. With the exception of one
major operator, every major operator
current trains their pilots under an AQP
program and would not be affected by
this proposal. Therefore, many of the
small entity operators would incur a
significant cost from this proposal,
while larger operators would not.
In this competitive industry, cost
increases imposed by this regulation
will be hard to recover by raising prices.
This factor makes it difficult for the
small operators to recover their
compliance costs by raising prices. If
small operators cannot recover all the
additional costs imposed by this
regulation, market shares could shift to
the large operators.
Small operators successfully compete
in the aviation industry by providing
unique services and controlling costs.
To the extent the affected small entities
operate in niche markets, this enhances
small entity’s ability to pass on costs.
Overall, in terms of competition, this
rulemaking reduces small operator’s
ability to compete.
Significant issues raised by public
comments in response to the initial
regulatory flexibility analysis for the
NPRM.
The only significant issue raised by
public comments in response to the
initial regulatory flexibility analysis for
the NPRM was from the Regional
Airline Association (RAA). The RAA
contended that the FAA is obligated
under the Regulatory Flexibility Act to
consider alternatives for small
businesses and the adoption of current
Advanced Qualification Program (AQP)
is one of those alternatives.
The NPRM did consider two
alternatives for small entities. The first
alternative was to mandate a 12-month
recurrent training cycle for small
entities. The second alternative was to
extend the final compliance date to 7
years for small entities. The FAA
concluded for both alternatives that it
would be contrary to our policy for one
high level of safety in all part 121
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operations to exclude certain operators
simply because they are small entities.
Subpart Y of part 121 provides an
alternative method (known as ‘‘AQP’’)
for qualifying, training, certifying, and
otherwise ensuring competency of
crewmembers, aircraft dispatchers,
other operations personnel, instructors,
and evaluators who are required to be
trained under parts 121 and 135 of this
chapter. With FAA approval, Subpart Y
of part 121 allows a certificate holder
(operator) the ability to voluntarily elect
to have their flight crewmembers or
dispatchers train under AQP.
Analysis of Alternatives
The FAA considered alternatives to
the rule for the small air carriers. A
discussion of these alternatives follows.
Alternative 1—12-Month Recurrent
Training Cycle for Small Entities
Currently, PICs train every 6 months
and SICs train every 12 months. The
FAA could extend the recurrent training
cycle for PICs working for small entities
to 12 months to coincide with current
SIC recurrent training cycles, instead of
proposing to require PICs and SICs to
attend recurrent training on a 9-month
training cycle. This would result in cost
savings for small entities. Again, in the
proposal the FAA has required
improvements that would reduce
human error among crewmembers and
aircraft dispatchers, particularly in
situations with special hazards.
Reducing the training cycle for PICs to
a 12-month cycle is contrary to the
purpose of this rulemaking.
In the proposal, the FAA has required
improvements that would reduce
human error among crewmembers and
aircraft dispatchers, particularly in
situations with special hazards because
these problems are equally incurred by
all part 121 air carriers, regardless of
size, it would be contrary to our policy
for one high level of safety in all part
121 operations to exclude certain
operators simply because they are small
entities. Thus, the FAA does not accept
this alternative.
Alternative 2—Extending the Final
Compliance Date to 7 Years for Small
Entities
Extending the final compliance date
from 5 years to 7 years for small entities
reduces the costs to small entities.
Under this alternative, the FAA expects
that the projected annualized cost of the
rule would still be significant for some
of the 20 operators studied.
In the proposal, the FAA has required
improvements that would reduce
human error among crewmembers and
aircraft dispatchers, particularly in
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29395
situations with special hazards. Because
these requirements would address
problems equally incurred by all part
121 air carriers, regardless of size, it
would be contrary to our policy for one
high level of safety in all part 121
operations to exclude certain operators
simply because they are small entities.
Thus, the FAA does not accept this
alternative.
Alternative 3—The NPRM
Accepting the preamble and rule
language from the NPRM and moving
forward with a final rule.
From the comments and the FAA
meeting with industry it was apparent
that the NPRM was not clear and
concise. Industry commented that the
rule language was unclear and could
cause major costs to occur. Also,
although it was not the intention of the
FAA for this proposal to affect operators
with AQP training programs, industry
commented that they believed the
NPRM would have a major impact on
operators with AQP training programs.
Alternative 4—AQP Pilot Training
Program
All operators can choose to adopt the
AQP training program. Thus far, most of
the larger operators have AQP pilot
training programs. This alternative is
available for all operators affected by
this proposal.
The FAA rejected alternatives 1, 2,
and 3 and note that all operators can
choose to be subject to the AQP pilot
training program.
International Trade Impact Assessment
The Trade Agreements Act of 1979
(Pub. L. 96–39), as amended by the
Uruguay Round Agreements Act (Pub.
L. 103–465), prohibits Federal agencies
from establishing standards or engaging
in related activities that create
unnecessary obstacles to the foreign
commerce of the United States.
Pursuant to these Acts, the
establishment of standards is not
considered an unnecessary obstacle to
the foreign commerce of the United
States, so long as the standard has a
legitimate domestic objective, such the
protection of safety, and does not
operate in a manner that excludes
imports that meet this objective. The
statute also requires consideration of
international standards and, where
appropriate, that they be the basis for
U.S. standards. The FAA has assessed
the potential effect of this proposed rule
and determined the objective is safety
and is not considered an unnecessary
obstacle to foreign commerce of the
United States.
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Unfunded Mandates Assessment
Additional Information
Availability of Rulemaking Documents
Title II of the Unfunded Mandates
Reform Act of 1995 (Pub. L. 104–4)
requires each Federal agency to prepare
a written statement assessing the effects
of any Federal mandate in a proposed or
final agency rule that may result in an
expenditure of $100 million or more (in
1995 dollars) in any one year by State,
local, and Tribal governments, in the
aggregate, or by the private sector; such
a mandate is deemed to be a ‘‘significant
regulatory action.’’ The FAA currently
uses an inflation-adjusted value of
$143.1 million in lieu of $100 million.
This proposed rule does contain such a
mandate; therefore, the requirements of
Title II of the Act do apply. We
considered three alternatives to the rule,
as described above, and four alternatives
in the regulatory flexibility analysis
described above.
Comments Invited
You can get an electronic copy of
rulemaking documents using the
Internet by—Searching the Federal
eRulemaking Portal (https://
www.regulations.gov); Visiting the
FAA’s Regulations and Policies Web
page at https://www.faa.gov/
regulations_policies or Accessing the
Government Printing Office’s Web page
at https://www.gpoaccess.gov/fr/
index.html.
You can also get a copy by sending a
request to the Federal Aviation
Administration, Office of Rulemaking,
ARM–1, 800 Independence Avenue,
SW., Washington, DC 20591, or by
calling (202) 267–9680. Make sure to
identify the docket number, notice
number, or amendment number of this
rulemaking.
You may access all documents the
FAA considered in developing this
proposed rule, including economic
analyses and technical reports, from the
Internet through the Federal
eRulemaking Portal referenced in
paragraph (1).
Executive Order 13132, Federalism
The FAA has analyzed this proposed
rule under the principles and criteria of
Executive Order 13132, Federalism. The
agency has determined that this action
would not have a substantial direct
effect on the States, on the relationship
between the national Government and
the States, or on the distribution of
power and responsibilities among the
various levels of government, and,
therefore, would not have federalism
implications.
Environmental Analysis
FAA Order 1050.1E identifies FAA
actions that are categorically excluded
from preparation of an environmental
assessment or environmental impact
statement under the National
Environmental Policy Act in the
absence of extraordinary circumstances.
The FAA has determined this proposed
rulemaking action qualifies for the
categorical exclusion identified in
paragraph 312f and involves no
extraordinary circumstances.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Regulations That Significantly Affect
Energy Supply, Distribution, or Use
The FAA has analyzed this NPRM
under Executive Order 13211, Actions
Concerning Regulations that
Significantly Affect Energy Supply,
Distribution, or Use (May 18, 2001). The
agency has determined that while it is
a ‘‘significant regulatory action’’ under
Executive Order 12866 and DOT’s
Regulatory Policies and Procedures, it is
not a ‘‘significant energy action’’ under
the executive order and is not likely to
have a significant adverse effect on the
supply, distribution, or use of energy.
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The FAA invites interested persons to
participate in this rulemaking by
submitting written comments, data, or
views. It also invites comments relating
to the economic, environmental, energy,
or federalism impacts that might result
from adopting the proposals in this
document. The most helpful comments
reference a specific portion of the
proposal, explain the reason for any
recommended change, and include
supporting data. To ensure the docket
does not contain duplicate comments,
please send only one copy of written
comments, or if you are filing comments
electronically, please submit your
comments only one time.
The agency will file in the docket all
comments it receives, as well as a report
summarizing each substantive public
contact with FAA personnel concerning
this proposed rulemaking. Before acting
on this proposal, it will consider all
comments it receives on or before the
closing date for comments. The FAA
will consider comments filed after the
comment period has closed if it is
possible to do so without incurring
expense or delay. The FAA may change
this proposal in light of the comments
it receives.
Proprietary or Confidential Business
Information
Do not file in the docket information
that you consider to be proprietary or
confidential business information. Send
or deliver this information directly to
the person identified in the FOR FURTHER
INFORMATION CONTACT section of this
document. You must mark the
information that you consider
proprietary or confidential. If you send
the information on a disk or CD–ROM,
mark the outside of the disk or CD–ROM
and also identify electronically within
the disk or CD–ROM the specific
information that is proprietary or
confidential.
Under 14 CFR 11.35(b), when the
FAA is aware of proprietary information
filed with a comment, it does not place
it in the docket. The agency holds it in
a separate file to which the public does
not have access, and places a note in the
docket that it has received it. If the FAA
receives a request to examine or copy
this information, it treats it as any other
request under the Freedom of
Information Act (5 U.S.C. 552). The
FAA processes such a request under the
DOT procedures found in 49 CFR
part 7.
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List of Subjects
14 CFR Part 65
Aircraft, Airmen, Aviation safety,
Reporting and recordkeeping
requirements.
14 CFR Part 119
Administrative practice and
procedure, Air carriers, Aircraft,
Aviation safety, Reporting and
recordkeeping requirements.
14 CFR Part 121
Air carriers, Aircraft, Aviation safety,
Reporting and recordkeeping
requirements, Safety, Transportation.
14 CFR Part 135
Air taxis, Aircraft, Airmen, Aviation
safety, Reporting and recordkeeping
requirements.
14 CFR Part 142
Administrative practice and
procedure, Airmen, Educational
facilities, Reporting and recordkeeping
requirements, Schools, Teachers.
The Proposed Amendment
In consideration of the foregoing, the
Federal Aviation Administration
proposes to amend Chapter 1 of Title 14,
Code of Federal Regulations (CFR) parts
65, 119, 121, 135, and 142, as follows:
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§ 119.65 Management and technical
personnel required for operations
conducted under part 121 of this chapter.
PART 65—CERTIFICATION: AIRMEN
OTHER THAN FLIGHT
CREWMEMBERS
1. The authority citation for part 65
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 44701–
44703, 44707, 44709–44711, 45102–45103,
45301–45302.
2. Amend § 65.57 by revising the
introductory text and adding paragraph
(c) to read as follows:
§ 65.57 Experience or training
requirements.
An applicant for an aircraft dispatcher
certificate must present documentary
evidence satisfactory to the
Administrator that he or she has the
experience prescribed in paragraph (a)
of this section or has accomplished the
training described in paragraph (b) of
this section or has completed a
dispatcher training program in
accordance with paragraph (c) of this
section as follows:
*
*
*
*
*
(c) Successfully completed an aircraft
dispatcher training program approved in
accordance with subpart CC of part 121
of this chapter.
3. Amend § 65.70 by revising the
introductory text of paragraph (a) to
read as follows:
§ 65.70 Aircraft dispatcher certification
courses: Records.
(a) The operator of an aircraft
dispatcher certification course set forth
under appendix A of this part must
maintain a record for each student,
including a chronological log of all
instructors, subjects covered, and course
examination and results. The record
must be retained for at least 3 years after
graduation. The course operator must
also prepare for its records, and transmit
to the Administrator not later than
January 31 of each year, a report
containing the following information for
the previous year:
*
*
*
*
*
srobinson on DSK4SPTVN1PROD with PROPOSALS2
PART 119—CERTIFICATION: AIR
CARRIERS AND COMMERCIAL
OPERATORS
4. The authority citation for part 119
continues to read as follows:
Authority: 49 U.S.C. 106(g), 1153, 40101,
40102, 40103, 40113, 44105, 44106, 44111,
44701–44717, 44722, 44901, 44903, 44904,
44906, 44912, 44914, 44936, 44938, 46103,
46105.
5. Amend § 119.65 by revising the
section heading and adding paragraph
(a)(6) to read as follows:
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(a) * * *
(6) At least one line qualified check
pilot, and, if appropriate, at least one
check flight engineer, for each aircraft
make and model and aircraft type for
which the certificate holder has more
than five pilots. A check pilot or check
flight engineer may hold the additional
position of Director of Safety, Director of
Operations, or Chief Pilot, if the check
pilot or check flight engineer meets the
requirements of the additional position.
Compliance with this paragraph (a)(6) is
required no later than [date 5 years and
120 days after publication of the final
rule].
*
*
*
*
*
6. Amend § 119.67 by adding
paragraph (f) to read as follows:
§ 119.67 Management personnel:
Qualifications for operations conducted
under part 121 of this chapter.
*
*
*
*
*
(f) To serve as a check pilot or check
flight engineer for an aircraft type under
§ 119.65(a) a person must be qualified in
accordance with §§ 121.1251, 121.1253,
and 121.1255 of this chapter.
Compliance with this paragraph (f) is
required no later than [date 5 years and
120 days after publication of the final
rule].
7. Amend § 119.69 by adding
paragraph (a)(4) to read as follows:
§ 119.69 Management personnel required
for operations conducted under part 135 of
this chapter.
(a) * * *
(4) A line qualified check pilot or
check flight engineer for each aircraft
make and model and aircraft type for
which the certificate holder has more
than five pilots and is required to have,
or elects to have, an approved training
program under part 121 of this chapter.
A check pilot or check flight engineer
can hold the additional position of
Director of Safety, Director of
Operations, or Chief Pilot, if the check
pilot or check flight engineer meets the
requirements of the additional position.
Compliance with this paragraph (a)(4) is
required no later than [date 5 years and
120 days after publication of the final
rule].
*
*
*
*
*
8. Amend § 119.71 by redesignating
paragraphs (e) and (f) as paragraphs (f)
and (g) respectively, and adding a new
paragraph (e) to read as follows:
§ 119.71 Management personnel:
Qualifications for operations conducted
under part 135 of this chapter.
*
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*
*
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*
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29397
(e) To serve as a check pilot for an
aircraft make and model and aircraft
type under § 119.69 a person must be
qualified in accordance with § 121.1251
of this chapter. Compliance with this
paragraph (e) is required no later than
[date 5 years and 120 days after
publication of the final rule].
*
*
*
*
*
PART 121—OPERATING
REQUIREMENTS: DOMESTIC, FLAG,
AND SUPPLEMENTAL OPERATIONS
9. The authority citation for part 121
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 40119,
44101, 44701–44702, 44705, 44709–44711,
44713, 44716–44717, 44722, 44901, 44903–
44904, 44912, 46105.
10. Revise § 121.1(c) to read as
follows:
§ 121.1
Applicability.
*
*
*
*
*
(c) Each person who applies for initial
or provisional approval of an Advanced
Qualification Program curriculum,
curriculum segment, or portion of a
curriculum under subpart Y of this part
and each person employed or used by
a person authorized to conduct
operations under this part to perform
training, qualification, or evaluation
functions in accordance with an
Advanced Qualification Program under
subpart Y of this part.
*
*
*
*
*
11. Add § 121.9 to read as follows:
§ 121.9 Fraud, falsification, or incorrect
statements.
(a) No person may make, or cause to
be made, any of the following:
(1) A fraudulent or intentionally false
statement in any application or any
amendment thereto, or in any other
record or test result required by this part
or by any QPS associated with this part.
(2) A fraudulent or intentionally false
statement in, or a known omission from,
any record or report that is kept, made,
or used to show compliance with this
part or with any QPS associated with
this part, or to exercise any privileges
under this chapter.
(b) The commission by any person of
any act prohibited under paragraph (a)
of this section is a basis for any one or
any combination of the following:
(1) A civil penalty.
(2) Suspension or revocation of any
certificate held by that person that was
issued under this chapter.
(3) The denial of an application for
approval of a training program
established under this part.
(4) The removal of approval for a
training program established under this
part.
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(c) The following may result in denial
of an application or removal of approval
for a training program established under
this part:
(1) An incorrect statement, upon
which the FAA relied or could have
relied, made in support of an
application for approval of a training
program.
(2) An incorrect entry, on which the
FAA relied or could have relied, made
in any training records or test results
required to be kept, made, or used to
show compliance with any requirement
of this part or with any QPS associated
with this subpart.
(d) Compliance with the requirements
of this section is required no later than
[date 5 years and 120 days after
publication of the final rule].
12. Amend § 121.125 by adding
paragraph (e) to read as follows:
§ 121.125
Flight following system.
*
*
*
*
*
(e) Compliance with this section is
not required on or after [date 5 years
and 120 days after publication of the
final rule].
13. Add § 121.126 to read as follows:
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.126
Flight following system.
Compliance with this section is
required no later than [insert date 5
years and 120 days after publication of
the final rule].
(a) Each certificate holder conducting
supplemental operations must show
that it has—
(1) An approved flight following
system established in accordance with
subpart U of this part and adequate for
the proper monitoring of each flight,
considering the operations to be
conducted; and
(2) Flight following centers located at
those points necessary—
(i) To ensure the proper monitoring of
the progress of each flight with respect
to its departure at the point of origin
and arrival at its destination, including
intermediate stops and diversions
therefrom, and maintenance or
mechanical delays encountered at those
points or stops; and
(ii) To ensure that the pilot in
command is provided with all
information necessary for the safety of
the flight.
(b) A certificate holder conducting
supplemental operations must use
aircraft dispatchers qualified in
accordance with the requirements in
subpart CC of this part. A certificate
holder may request a deviation from the
employment requirement in
§ 121.1411(a) provided the certificate
holder meets the requirements of
§ 121.1411(b).
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(c) The certificate holder’s operations
specifications specify the flight
following system it is authorized to use
and the location of the centers.
14. Revise § 121.127(a)(1)
introductory text to read as follows:
§ 121.127 Flight following system;
requirements.
(a) * * *
(1) The system has adequate facilities
and the personnel required by either
§ 121.125 or § 121.126 to provide the
information necessary for the initiation
and safe conduct of each flight to—
*
*
*
*
*
15. Amend § 121.133 by adding
paragraph (c) to read as follows:
§ 121.133
Preparation.
*
*
*
*
*
(c) Compliance with this section is
not required on or after [date 5 years
and 120 days after publication of the
final rule].
16. Add § 121.134 to read as follows:
§ 121.134
Preparation of manuals.
(a) Each certificate holder must
prepare and keep current a manual for
the use and guidance of flight and
ground operations, and management
personnel in conducting its operations.
(b) The certificate holder may prepare
the manual, in whole or in part, in
printed form or other form acceptable to
the Administrator. The manual must
include the instructions and
information necessary to allow
crewmembers and aircraft dispatchers to
perform their required safety-related
duties and responsibilities with the
highest possible degree of safety. The
manual, and any changes, must be
approved by the Administrator and
contain the following:
(1) A Flight Attendant Operating
Manual (FAOM) that addresses the
safety-related duties and responsibilities
for each aircraft type operated by the
certificate holder in operations under
this part.
(2) A Flightcrew Member Operating
Manual (FCOM) that addresses the
safety-related duties and responsibilities
for each aircraft type operated by the
certificate holder in operations under
this part.
(3) An Aircraft Dispatcher Procedures
Manual (ADPM) that addresses the
safety-related duties and responsibilities
for all types of operations and, if
required, the aircraft types,
(c) Compliance with the requirements
of this section is required no later than
[date 5 years and 120 days after
publication of final rule].
17. Amend § 121.135 by adding
introductory text, to read as follows:
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§ 121.135
Manual contents.
Compliance with this section is not
required on or after [date 5 years and
120 days after publication of the final
rule].
*
*
*
*
*
18. Add § 121.136 to read as follows
§ 121.136
Manual contents.
(a) Each manual required by § 121.134
must—
(1) Include instructions and
information necessary to allow the
personnel concerned to perform their
duties and responsibilities with a high
degree of safety;
(2) Be in a form that is easy to revise;
(3) Have the date of last revision on
each page concerned; and
(4) Not be contrary to any applicable
Federal regulation and, in the case of a
flag or supplemental operation, any
applicable foreign regulation, or the
certificate holder’s operations
specifications or operating certificate.
(b) The manual may be in two or more
separate parts, containing together all of
the following information, but each part
must contain that part of the
information that is appropriate for each
group of personnel:
(1) General policies.
(2) Duties and responsibilities of each
crewmember, appropriate members of
the ground organization, and
management personnel.
(3) Reference to appropriate Federal
Aviation Regulations.
(4) Flight dispatching and operational
control, including procedures for
coordinated dispatch or flight control or
flight following procedures, as
applicable.
(5) En route flight, navigation, and
communication procedures, including
procedures for the dispatch or release or
continuance of flight if any item of
equipment required for the particular
type of operation becomes inoperative
or unserviceable en route.
(6) For domestic or flag operations,
appropriate information from the en
route operations specifications,
including for each approved route the
types of airplanes authorized, the type
of operation such as VFR, IFR, day,
night, etc., and any other pertinent
information.
(7) For supplemental operations,
appropriate information from the
operations specifications, including the
area of operations authorized, the types
of airplanes authorized, the type of
operation such as VFR, IFR, day, night,
etc., and any other pertinent
information.
(8) Appropriate information from the
airport operations specifications,
including for each airport—
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(i) Its location (domestic and flag
operations only);
(ii) Its designation (regular, alternate,
provisional, etc.) (domestic and flag
operations only);
(iii) The types of airplanes authorized
(domestic and flag operations only);
(iv) Instrument approach procedures;
(v) Landing and takeoff minimums;
and
(vi) Any other pertinent information.
(9) Takeoff, en route, and landing
weight limitations.
(10) For ETOPS, airplane performance
data to support all phases of these
operations.
(11) Procedures for familiarizing
passengers with the use of emergency
equipment, during flight.
(12) Emergency equipment and
procedures.
(13) The method of designating
succession of command of flightcrew
members.
(14) Procedures for determining the
usability of landing and takeoff areas,
and for disseminating pertinent
information thereon to operations
personnel.
(15) Procedures for operating in
periods of ice, hail, thunderstorms,
turbulence, or any potentially hazardous
meteorological condition.
(16) Each training program
curriculum required by § 121.1333.
(17) Instructions and procedures for
maintenance, preventive maintenance,
and servicing.
(18) Time limitations, or standards for
determining time limitations, for
overhauls, inspections, and checks of
airframes, engines, propellers,
appliances and emergency equipment.
(19) Procedures for refueling aircraft,
eliminating fuel contamination,
protection from fire (including
electrostatic protection), and
supervising and protecting passengers
during refueling.
(20) Airworthiness inspections,
including instructions covering
procedures, standards, responsibilities,
and authority of inspection personnel.
(21) Methods and procedures for
maintaining the aircraft weight and
center of gravity within approved limits.
(22) Where applicable, pilot and
dispatcher route and airport
qualification procedures.
(23) Accident notification procedures.
(24) For passenger flag operations and
for those supplemental operations that
are not all-cargo operations outside the
48 contiguous States and Alaska,
(i) For ETOPS greater than 180
minutes a specific passenger recovery
plan for each ETOPS Alternate Airport
used in those operations, and
(ii) For operations in the North Polar
Area and South Polar Area a specific
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passenger recovery plan for each
diversion airport used in those
operations.
(25)(i) Procedures and information, as
described in paragraph (b)(25)(ii) of this
section, to assist each crewmember and
person performing or directly
supervising the following job functions
involving items for transport on an
aircraft:
(A) Acceptance;
(B) Rejection;
(C) Handling;
(D) Storage incidental to transport;
(E) Packaging of company material; or
(F) Loading.
(ii) Ensure that the procedures and
information described in this paragraph
are sufficient to assist the person in
identifying packages that are marked or
labeled as containing hazardous
materials or that show signs of
containing undeclared hazardous
materials. The procedures and
information must include:
(A) Procedures for rejecting packages
that do not conform to the Hazardous
Materials Regulations in 49 CFR parts
171 through 180 or that appear to
contain undeclared hazardous materials;
(B) Procedures for complying with the
hazardous materials incident reporting
requirements of 49 CFR 171.15 and
171.16 and discrepancy reporting
requirements of 49 CFR 175.31
(C) The certificate holder’s hazmat
policies and whether the certificate
holder is authorized to carry, or is
prohibited from carrying, hazardous
materials; and
(D) If the certificate holder’s
operations specifications permit the
transport of hazardous materials,
procedures and information to ensure
the following:
(1) That packages containing
hazardous materials are properly offered
and accepted in compliance with 49
CFR parts 171 through 180;
(2) That packages containing
hazardous materials are properly
handled, stored, packaged, loaded, and
carried on board an aircraft in
compliance with 49 CFR parts 171
through 180;
(3) That the requirements for Notice to
the Pilot in Command (49 CFR 175.33)
are complied with; and
(4) That aircraft replacement parts,
consumable materials or other items
regulated by 49 CFR parts 171 through
180 are properly handled, packaged,
and transported.
(26) Each task specified in each of the
crewmember and aircraft dispatcher
Qualification Performance Standards
(QPS) must be tailored to the specific
aircraft type as provided in the FAOM,
FCOM, or ADPM and must be trained or
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evaluated as indicated in the
appropriate QPS.
(27) Each FCOM must also include
the contents described in § 23.1581(a)(1)
or § 25.1581(a)(1) of this chapter, as
appropriate for the specific aircraft type.
(28) Other information or instructions
relating to safety.
(c) Each certificate holder shall
maintain at least one complete copy of
the manual at its principal base of
operations.
(d) Compliance with the requirements
of this section is required no later than
[date 5 years and 120 days after
publication of the final rule].
19. Revise § 121.141 to read as
follows:
§ 121.141
Airplane flight manual.
Each certificate holder must keep a
current approved Airplane Flight
Manual for each type of airplane that it
operates except for nontransport
category aircraft certificated before
January 1, 1965.
20. Add § 121.392 to read as follows:
§ 121.392 Personnel identified as flight
attendants.
(a) Any person identified by the
certificate holder as a flight attendant on
an aircraft in operations under this part
must be trained and qualified in
accordance with subpart BB of this part.
This includes:
(1) Flight attendants provided by the
certificate holder in excess of the
number required by § 121.391(a) and (b);
(2) Flight attendants provided by the
certificate holder on an aircraft having
a passenger seating capacity of 9 or less;
and
(3) Flight attendants provided by the
certificate holder on an aircraft with a
payload capacity of 7,500 pounds or less
and a passenger seating capacity of 19
or less.
(b) A qualifying flight attendant who
is gaining aircraft operating experience
on an aircraft in operations under this
part must be identified to passengers as
a qualifying flight attendant.
(c) Compliance with the requirements
of this section is required no later than
[date 5 years and 120 days after
publication of final rule].
§ 121.393
[Amended]
21. Amend § 121.393(a) introductory
text and (b)(2) by removing the reference
to ‘‘§ 121.417’’ in both paragraphs and
adding in its place ‘‘§ 121.1373 or
121.417, as applicable.’’
22. Amend § 121.400 by adding
paragraph (d) and a note to paragraph
(d), to read as follows:
§ 121.400
Applicability and terms used.
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(d) Except for § 121.429, the
provisions of this subpart, and
Appendices E, F, and H of this part,
expire on [date 5 years and 120 days
after publication of the final rule]. After
[date 5 years and 120 days after
publication of the final rule], all training
programs must be established and
maintained in accordance with the
provisions in subparts BB and CC of this
part, or in accordance with the
certificate holder’s approved Advanced
Qualification Program under subpart Y
of this part.
See §§ 121.1202
and 121.1402 for provisions outlining the
process for transitioning from training
programs established in accordance with
subparts N, O, and P of this part, to the
training program requirements provided in
subparts BB and CC of this part.
NOTE TO PARAGRAPH (D):
23. Amend § 121.431 by adding
paragraph (c), and a note to paragraph
(c), to read as follows:
§ 121.431
Applicability.
*
*
*
*
*
(c) Except for §§ 121.455, 121.457,
121.458, and 121.459, the provisions of
this subpart, and Appendices E, F, and
H of this part, expire on [date 5 years
and 120 days after publication of the
final rule]. After [date 5 years and 120
days after publication of the final rule],
all training programs must be
established and maintained in
accordance with the provisions in
subparts BB and CC of this part, or in
accordance with the certificate holder’s
approved Advanced Qualification
Program under subpart Y of this part.
Note to paragraph (c): See §§ 121.1202 and
121.1402 for provisions outlining the process
for transitioning from training programs
established in accordance with subparts N,
O, and P of this part, to the training program
requirements provided in subparts BB and
CC of this part.
24. Amend § 121.465 by revising
paragraphs (b) and (c) to read as follows:
§ 121.465 Aircraft dispatcher duty time
limitations: Domestic and flag operations.
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*
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*
(b) Except as provided in paragraph
(c) of this section, no certificate holder
may assign an aircraft dispatcher and no
aircraft dispatcher may accept an
assignment for duty time that exceeds
10 consecutive hours of duty.
(1) If an aircraft dispatcher is
scheduled for more than 10 hours of
duty in 24 consecutive hours, the
aircraft dispatcher must have a rest
period of at least 8 hours at or before the
end of 10 hours of duty.
(2) Each aircraft dispatcher must be
relieved of all duty with the certificate
holder for at least 24 consecutive hours
during any seven consecutive days or
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the equivalent thereof within any
calendar month.
(c) An aircraft dispatcher is not
considered to be scheduled for duty in
excess of the limitations in paragraph
(b) of this section if the duty time is
exceeded due to circumstances or
emergency conditions beyond the
control of the certificate holder.
26. Add § 121.536 to read as follows:
§ 121.536 Responsibility for operational
control: Supplemental operations.
Compliance with this section is
required no later than [date 5 years and
120 days after publication of final rule].
(a) Each certificate holder conducting
supplemental operations—
(1) Is responsible for operational
control; and
(2) Must list each person authorized
by it to exercise operational control in
its operator’s manual.
(b) The pilot in command and the
aircraft dispatcher are jointly
responsible for the preflight planning,
delay, and flight release of a flight in
compliance with this chapter and
operations specifications.
(c) The aircraft dispatcher is
responsible for—
(1) Monitoring the progress of each
flight;
(2) Issuing necessary instructions and
information for the safety of the flight;
and
(3) Cancelling or redispatching a flight
if, in his opinion or the opinion of the
pilot in command, the flight cannot
operate or continue to operate safely as
planned or released.
(d) Each pilot in command of an
aircraft is, during flight time, in
command of the aircraft and crew and
is responsible for the safety of the
passengers, crewmembers, cargo, and
aircraft. The pilot in command has full
control and authority in the operation of
the aircraft, without limitation, over
other crewmembers and their duties
during flight time, whether or not he
holds valid certificates authorizing him
to perform the duties of those
crewmembers.
(e) Each pilot in command of an
aircraft is responsible for the preflight
planning and the operation of the flight
in compliance with this chapter and the
operations specifications.
(f) No pilot may operate an aircraft, in
a careless or reckless manner, so as to
endanger life or property.
27. Add introductory text to
§ 121.537, to read as follows:
§ 121.537 Responsibility for operational
control: Supplemental operations.
Compliance with this section is not
required on or after [date 5 years and
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120 days after publication of the final
rule].
*
*
*
*
*
28. Add § 121.540 to read as follows:
§ 121.540 Manual procedures
requirements.
Each crewmember must perform the
safety-related duties and tasks that
satisfy regulatory requirements
contained in the manual required by
§ 121.134, and each certificate holder
must ensure that each crewmember is
trained and checked in the respective
safety-related duties and responsibilities
contained in the manual required by
§ 121.134. The information,
instructions, duties, and responsibilities
must include standard operating
procedures, abnormal procedures, nonnormal procedures, emergency
procedures, airplane performance, and
airplane limitations. Compliance with
this section is required no later than
[date 5 years and 120 days after
publication of the final rule].
29. Amend § 121.543 by adding
paragraph (c), to read as follows:
§ 121.543
Flightcrew members at controls.
*
*
*
*
*
(c) The requirements of this section
will expire on [5 years and 120 days
after publication of the final rule]. After
[date 5 years and 120 days after
publication of the final rule], the
requirements of § 121.1241 apply.
30. Revise § 121.553 to read as
follows:
§ 121.553 Restriction or suspension of
operation: Supplemental operations.
When a certificate holder conducting
supplemental operations or pilot in
command knows of conditions,
including airport and runway
conditions, that are a hazard to safe
operations, the certificate holder, pilot
in command, or other individual
authorized to exercise operational
control, must restrict or suspend
operations until those conditions are
corrected.
31. Amend § 121.597 by revising
paragraph (b) to read as follows:
§ 121.597 Flight release authority:
Supplemental operations.
*
*
*
*
*
(b) No person may start a flight unless
the pilot in command and the person
authorized by the operator to exercise
operational control over the flight have
executed a flight release setting forth the
conditions under which the flights will
be conducted. The pilot in command
may sign the flight release only when he
and the person authorized by the
operator to exercise operational control
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believe that the flight can be made with
safety.
*
*
*
*
*
32. Revise § 121.623 to read as
follows:
§ 121.623 Alternate airport for destination:
IFR or over-the-top: Supplemental
operations.
(a) Except as provided in paragraphs
(b) and (c) of this section, each person
releasing an aircraft for operation under
IFR or over-the-top shall list at least one
alternate airport for each destination
airport in the flight release.
(b) Provided a certificate holder meets
the requirements of § 121.126, for
domestic operations, no alternate airport
is required if for at least 1 hour before
and 1 hour after the estimated time of
arrival at the destination airport the
appropriate weather reports or forecasts,
or any combination of them, indicate—
(1) The ceiling will be at least 2,000
feet above the airport elevation; and
(2) Visibility will be at least 3 miles.
(c) An alternate airport need not be
designated for IFR or over-the-top
operations where the aircraft carries
enough fuel to meet the requirements of
§§ 121.643 and 121.645 for flights
outside the 48 contiguous States and the
District of Columbia over routes without
an available alternate airport for a
particular airport of destination.
(d) For the purposes of paragraph (a)
of this section, the weather
requirements at the alternate airport
must meet the requirements of the
certificate holder’s operations
specifications.
(e) No person may release a flight
unless he lists each required alternate
airport in the flight release.
33. Amend § 121.683, by adding
introductory text to read as follows:
§ 121.683
record.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Crewmember and dispatcher
Compliance with this section is
required no later than [date 5 years and
120 days after publication of the final
rule].
(a) Each certificate holder must
maintain current records for each
crewmember and dispatcher in
accordance with the following
requirements:
(1) The records must show whether
the crewmember or aircraft dispatcher
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§ 121.689 Flight release form:
Supplemental operations.
*
Crewmember and dispatcher
Compliance with this section is not
required on and after [date 5 years and
120 days after publication of the final
rule].
*
*
*
*
*
34. Add § 121.684 to read as follows:
§ 121.684
record.
complies with the applicable sections of
this chapter, including proficiency and
route checks, airplane and route
qualifications, training, and all required
physical examinations, flight time, and
duty and rest periods.
(2) Training records must include
qualifications, instruction, certificate
and ratings, and satisfactory proficiency
evaluations. For flightcrew members,
the training records must also include
both satisfactory and unsatisfactory
performance evaluations, as well as
comments and evaluations made by a
check person designated under
§§ 121.1251, 121.1271, 125.295, or
135.337 of this chapter.
(3) For flightcrew members and
aircraft dispatchers, records must show
any disciplinary action that was taken
with respect to the individual that was
not later overturned.
(4) For flightcrew members and
aircraft dispatchers, records must show
any release from employment or
resignation, termination, or
disqualification with respect to
employment.
(b) Except for records on flight time,
and duty and rest periods, crewmember
and aircraft dispatcher records must be
maintained for at least 5 years.
(c) Each certificate holder conducting
supplemental operations must maintain
the records required by this section at
its principal base of operations, or at
another location used by it and
approved by the Administrator.
(d) Computer record systems
approved by the Administrator may be
used in complying with the
requirements of this section.
35. Amend § 121.689 by adding
paragraph (d) to read as follows:
*
*
*
*
(d) Compliance with this section is
not required on or after [date 5 years
and 120 days after publication of final
rule].
36. Add § 121.690 to read as follows:
§ 121.690 Flight release form:
Supplemental operations.
Compliance with this section is
required no later than [date 5 years and
120 days after publication of the final
rule].
(a) The flight release may be in any
form but must contain at least the
following information concerning each
flight:
(1) Identification number of the
aircraft.
(2) Trip number.
(3) Departure airport, intermediate
stops, destination airports, and alternate
airports.
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29401
(4) A statement of the type of
operation (e.g., IFR, VFR).
(5) Minimum fuel supply.
(6) For each flight released as an
ETOPS flight, the ETOPS diversion time
for which the flight is released.
(7) Signatures of the pilot in
command and dispatcher.
(b) The flight release must contain, or
have attached to it, weather reports,
available weather forecasts, or a
combination thereof, for the destination
airport, intermediate stops, and
alternate airports, that are the latest
available at the time the release is
signed by the pilot in command and
dispatcher. It may include any
additional available weather reports or
forecasts that the pilot in command or
the aircraft dispatcher considers
necessary or desirable.
37. Revise § 121.711 to read as
follows:
§ 121.711 Communication records:
Domestic, flag, and supplemental
operations.
(a) Each certificate holder conducting
domestic, flag, or supplemental
operations must record each en route
radio contact between the certificate
holder and its pilots, and must keep that
record for at least 30 days. The record
must contain at least the following
information:
(1) The date and time of the contact;
(2) The flight number;
(3) Aircraft registration number;
(4) Approximate position of the
aircraft during the contact;
(5) Call sign; and
(6) Narrative of the contact.
(b) Compliance with § 121.711(a)(1)
through (a)(6) is required no later than
[date 120 days after publication of the
final rule].
38. Amend § 121.805 by revising
paragraph (b)(5)(iii) and adding
paragraph (b)(5)(iv) to read as follows:
§ 121.805 Crewmember training for inflight medical events.
*
*
*
*
*
(b) * * *
(5) * * *
(iii) Recurrent training, to include
performance drills, in the proper use of
an automated external defibrillator and
in cardiopulmonary resuscitation at
least once every 24 months. Compliance
with this paragraph is not required on
or after [date 5 years and 120 days after
publication of the final rule].
(iv) Recurrent training, to include
performance drills, in the proper use of
an automated external defibrillator and
in cardiopulmonary resuscitation at
least once every 12 months. Compliance
with this requirement is required no
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121.1255 IOE Pilot: Additional training
requirements.
121.1257 Check airmen: Initial cadre.
later than [date 5 years and 120 days
after publication of the final rule].
*
*
*
*
*
§ 121.901
[Amended]
39. Amend § 121.901(b) by removing
the reference to ‘‘§ 121.401’’ and adding
in its place ‘‘§ 121.1331, or the
provisions of subpart N and O of this
part, as applicable’’.
§ 121.909
[Amended]
40. Amend § 121.909(d) by removing
the reference to ‘‘§ 121.405(e)’’ and
adding in its place ‘‘§ 121.1337(e) or
§ 121.405, as applicable’’.
41. Add subpart BB to part 121,
consisting of §§ 121.1201 through
121.1387, to read as follows:
Subpart BB—Requirements for
Qualification, Service, and Use of
Crewmembers
srobinson on DSK4SPTVN1PROD with PROPOSALS2
General
Sec.
121.1201 Applicability.
121.1202 Interim requirements for training
programs transitioning from the
requirements of subparts N and O of this
part.
121.1203 Certificate holder responsibility
for compliance with this subpart.
121.1205 Definitions.
121.1206 Designation of related aircraft.
121.1207 Certification requirements:
Crewmembers, flight instructors, check
pilots, check captain, and check flight
engineers.
121.1209 English language requirement.
121.1211 Medical certificate requirements.
121.1213 Pilot monitoring (not flying)
duties.
121.1215 Modification of training program.
Flightcrew Member
121.1221 Flightcrew member: Training and
evaluation.
121.1223 Flightcrew member: Recurrent
training and evaluation schedule for
continuing qualification.
121.1225 Flightcrew member: Operating
experience.
121.1227 Pilot: Consolidation.
121.1229 Pilot: Recent experience.
121.1230 Deviation from §§ 121.1225,
121.1227, and 121.1229.
121.1231 Flight engineer: Recent
experience.
121.1233 Line checks.
121.1235 Pilot: Routes and airports.
121.1237 Pilot: Operating limitations and
crew pairing.
121.1239 Flightcrew member:
Requalification.
121.1241 Flightcrew members at controls.
Check Pilot and Check Flight Engineer
Qualification
121.1251 Eligibility: Check pilot, check
flight engineer, Aircrew Program
Designee (APD), and Flight Instructor.
121.1253 Check pilot and check flight
engineer: Training, evaluation, approval,
and recent experience.
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Aircrew Program Designee Qualification
121.1271 Aircrew Program Designee (APD):
Training, evaluation, and recent
experience.
Flight Instructor Qualification
121.1281 Instructor (Academic and Job
Performance): Training, evaluation and
recent experience.
Flight Attendant Instructor Qualification
121.1291 Flight attendant instructor:
Qualification and training.
Flight Attendant
121.1301 Flight attendant: Training and
evaluation.
121.1303 Flight attendant: Continuing
qualification.
121.1305 Flight attendant: Aircraft
operating experience.
121.1309 Flight attendant: Requalification.
Check Flight Attendant Qualification
121.1321 Check flight attendant: Eligibility,
approval, qualification, and continuing
qualification.
121.1323 Check flight attendant: Initial
cadre.
General Training Program Requirements
121.1331 Training program: General.
121.1333 Training program: General
curriculum requirements.
121.1335 Training program: Curriculum
category programmed hours.
121.1337 Training program: Approval and
amendment process.
121.1339 Training program: Contract
training requirements.
121.1341 Training program: Individuals
administering training or evaluation and
unauthorized use of equipment and
facilities in training programs.
121.1343 Training program: Academic
evaluation.
121.1345 Training program: Mandatory use
of flight simulation training devices.
121.1349 Training program: Limitations on
the use of flight simulation training
devices.
121.1351 Training program: Training
equipment other than flight simulation
training devices.
121.1353 Training program: Line Oriented
Flight Training (LOFT) and Full Flight
Simulator (FFS) Course of Instruction.
121.1355 Training program: Continuous
analysis process.
Curriculum Category Requirements
121.1363 Curriculum category
requirements: Crewmember new hire.
121.1365 Curriculum category
requirements: Pilot and flight engineer
initial, conversion, transition, and
upgrade, academic and job performance
training.
121.1367 Curriculum category
requirements: Pilot and flight engineer
recurrent academic, recurrent job
performance, and recurrent aircraft
emergency equipment training and
evaluation.
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121.1369 Curriculum category
requirements: Flight attendant initial and
transition training.
121.1371 Curriculum category
requirements: Flight attendant eligibility
for transition training.
121.1373 Curriculum category
requirements: Flight attendant
emergency training.
121.1375 Curriculum category
requirements: Flight attendant recurrent
training.
121.1377 Curriculum category
requirements: Flight instructor initial,
transition, and recurrent academic
training.
121.1379 Curriculum category
requirements: Flight instructor initial
and transition job performance training.
121.1381 Curriculum category
requirements: Check pilot, check flight
engineer, or check flight attendant
initial, transition, and recurrent
academic training.
121.1383 Curriculum category
requirements: Check pilot and check
flight engineer initial, transition, and
recurrent job performance training.
121.1387 Curriculum category
requirements: Initial, transition, and
recurrent academic training for persons
authorized to administer flight attendant
proficiency tests.
Subpart BB—Requirements for
Qualification, Service, and Use of
Crewmembers
General
§ 121.1201
Applicability.
(a) This subpart prescribes the
following:
(1) Requirements for qualification,
service, and use for:
(i) Persons who serve in operations
under this part as crewmembers, flight
instructors, check pilots, check flight
engineers, aircrew program designees
(APDs), designated flight engineer
examiners, flight attendant instructors,
check flight attendants, or persons
authorized to conduct flight attendant
proficiency tests.
(ii) Persons who serve in operations
under part 135 of this chapter for a
certificate holder that is permitted or
required by § 135.3 of this chapter to
conduct training curriculums in
compliance with this subpart.
(2) Requirements applicable to each
certificate holder for establishing,
obtaining approval of, and maintaining
a training program, for crewmembers,
flight instructors, check pilots, check
flight engineers, APDs, designated flight
engineer examiners, flight attendant
instructors, check flight attendants, and
persons authorized to conduct flight
attendant proficiency tests, who serve
under this part.
(3) Requirements applicable to
persons other than the certificate
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holder’s employees who are used by the
certificate holder to assist in meeting the
certificate holder’s responsibilities
under this subpart.
(b) Any person qualified in a duty
position for the certificate holder before
[date 120 days after publication of the
final rule], or qualified under the
provisions in subparts N and O of this
part, may continue to serve in that duty
position for that certificate holder
without complying with new hire
training under § 121.1363, initial
training under § 121.1365 or § 121.1369,
operating experience under § 121.1305,
or emergency training under § 121.1373.
(c) Any person qualified in a training
or evaluation position, for the certificate
holder before [date 120 days after
publication of the final rule], or
qualified under the provisions in
subparts N and O of this part, may
continue to serve in that training or
evaluation position for that certificate
holder during the transition to the
requirements of this subpart.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1202 Interim requirements for
training programs transitioning from the
requirements of subparts N and O of this
part.
(a) Contrary provisions of this subpart
notwithstanding, a person who has
submitted a training program for
approval before [date 120 days after
publication of the final rule] that was
constructed in accordance with the
applicable provisions of subparts N and
O of this part in effect on or before [date
119 days after publication of the final
rule], may complete the approval and
implementation process and conduct
operations in compliance with the
applicable provisions of subparts N and
O of this part instead of the provisions
of this subpart BB.
(b) A certificate holder must submit a
transition plan to the FAA no later than
[date 4 years and 120 days after
publication of the final rule]. The
transition plan must include the
following:
(1) Subpart BB training program(s), as
applicable.
(2) Plan for transition for
crewmembers and persons involved in
training or evaluation of crewmembers
from the provisions of subparts N and
O to the provisions of this subpart.
(3) A transition completion date that
is before [date 5 years and 120 days after
the publication of the final rule].
(c) During the transition, the
certificate holder may use people to
conduct operations under this part
provided those people are trained under
the applicable provisions of subparts N
and O of this part, or this subpart. While
a certificate holder may simultaneously
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operate training programs in compliance
with the applicable provisions of
subparts N and O of this part and this
subpart, each individual (crewmember
or aircraft dispatcher) must be trained
and qualified under the requirements of
either the applicable provisions of
subparts N and O of this part, or the
applicable provisions of this subpart.
(d) The certificate holder may not use
a crewmember, nor may a crewmember
serve, in a duty position unless that
person is current and qualified to
perform the duties to which he or she
is assigned. If, during the operation of
the aircraft, one required crewmember is
current and qualified in accordance
with the appropriate provisions of
subparts N and O of this part, and
another required crewmember is current
and qualified in accordance with this
subpart, the lesser qualification
requirements apply for that duty
position for that operation.
(e) For certificate holders who have an
approved AQP curriculum under
subpart Y of this part, or have applied
for approval of a training program under
subpart Y of this part on or before [date
119 days after publication of the final
rule], these certificate holders must
submit a revision to the Qualification
Standards Document as prescribed
under § 121.909(b)(4), indicating
specifically the provisions of this
subpart BB and subpart CC of this part
that would be replaced by the AQP
curriculum. The certificate holder must
provide a justification and a continuing
process approved by the FAA to show
how the AQP curriculum provides an
equivalent level of safety for each
requirement of this subpart BB and
subpart CC of this part that is to be
replaced by the AQP curriculum. This
document must be submitted before
[date 5 years and 120 days after the
publication of the final rule], and will
be subject to review and FAA approval
under § 121.909.
§ 121.1203 Certificate holder responsibility
for compliance with this subpart.
Responsibility for compliance with
the requirements of this subpart applies
as follows:
(a) Each certificate holder is
responsible for ensuring that its
approved training program, including
all portions of the training program
conducted by persons other than the
part 119 certificate holder’s employees,
meets the requirements of this subpart.
(b) Each certificate holder is
responsible for ensuring that all training
program procedures, manuals, and other
materials submitted for initial or final
approval are kept up to date.
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(c) Each certificate holder is
responsible for ensuring that all training
and evaluation is completed in
accordance with the requirements of
this subpart. Training or evaluation that
does not meet the definition of
complete, as used in this subpart, must
be repeated to ensure that the
requirements of this subpart are met.
§ 121.1205
Definitions.
For the purpose of this subpart, the
following terms and their definitions
apply: Academic evaluation. This is a
written, oral, or electronic test of the
knowledge obtained during academic
training.
Academic training. This is instruction
and practice that provides individuals
with the required knowledge and
cognitive skills necessary to perform the
tasks required for the crewmember duty
position, instructor, or evaluator duty
position.
Actual fire. A fire fueled by ignited
combustible material, in controlled
conditions, of sufficient magnitude and
duration to complete crewmember
training requirements for the firefighting
drill as contained in the Pilot QPS,
Flight Engineer QPS, and Flight
Attendant QPS.
Aircrew Program Designee (APD). An
employee of the certificate holder who
is authorized to perform airman
certification on behalf of the FAA, in
one type of aircraft for the certificate
holder’s flightcrew members who have
been trained under the certificate
holder’s FAA-approved training
program.
Airplane Flight Manual (AFM). A
document that contains aircraft
operating limitations, operating
procedures, and performance
information. The FAA may review and
approve amendments to the operating
limitations section of the AFM.
Amendments to the AFM that are
adopted via Airworthiness Directives
are enforceable by the FAA.
Approved fire extinguisher device. A
training device that has been approved
by the FAA for use in meeting
crewmember training requirements for
operation of a specific type of aircraft
installed hand fire extinguisher as
contained in the Pilot QPS, Flight
Engineer QPS, and Flight Attendant
QPS.
Approved protective breathing
equipment (PBE) device. A training
device that has been approved by the
FAA for use in meeting crewmember
training requirements for operation of a
specific type of protective breathing
equipment as contained in the Pilot,
Flight Engineer, and Flight Attendant
QPS.
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Base month. The month in which a
recurrent activity is due.
Basic Qualification (flight attendant).
All requirements that a person must
complete prior to working his or her
first flight for a certificate holder as a
flight attendant. It includes the
following curriculum categories: new
hire, initial, emergency, and differences,
as applicable, as well as aircraft
operating experience.
Certificate holder. A person
certificated under part 119 of this
chapter that conducts operations under
part 121, or a person certificated under
part 119 of this chapter that conducts
operations under part 135 of this
chapter and is permitted or required by
§ 135.3 of this chapter to conduct
training curriculums in compliance
with this subpart.
Check airman (flight engineer). A
person who is qualified and authorized
by the FAA to conduct flight engineer
training and evaluation required by this
part and certifies the proficiency and
knowledge of those flight engineers
receiving the training and evaluation.
Check airman (pilot). A person who is
qualified and authorized by the FAA to
conduct flight training and evaluation
required by this part and certifies the
proficiency and knowledge of those
pilots receiving the training and
evaluation.
Check flight attendant. A person who
meets the qualification and training
requirements for a check flight attendant
and is authorized to evaluate a person
who is completing aircraft operating
experience as required by the Flight
Attendant QPS.
Check person. A person who meets
the training and qualification
requirements to serve as an aircrew
program designee, check pilot, check
flight engineer, or check flight
attendant.
Combat. To properly fight an actual
fire or simulated fire using an
appropriate type of fire extinguisher
until that fire is extinguished.
Complete. To fully carry out the
training or evaluation required by this
subpart, including being eligible to
receive or administer the training or
evaluation, and demonstrating the
required level of proficiency. In
addition, for flightcrew members,
performing the training or evaluation in
a flight simulation training device
(FSTD) appropriately qualified in
accordance with the requirements of
part 60 of this chapter.
Consolidation. The process by which
a person through practice and practical
experience increases proficiency in
newly acquired knowledge and skills.
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Conversion. A curriculum category
used to qualify a flightcrew member
when that person has qualified and
served in that crewmember position on
the same aircraft type for another
certificate holder conducting operations
under this part.
Crewmember Duty Position. A
crewmember duty position is a pilot in
command, second in command, flight
engineer, or flight attendant serving in
operations under this part.
Current. Current means satisfying the
recency of experience requirements
prescribed in § 121.1229 or § 121.1231.
Currently Serving. Currently serving
means current and qualified as defined
in this subpart.
Curriculum. A curriculum is the
category or categories of training and
evaluation required to qualify a person
for a crewmember duty position, or an
instructor or evaluator duty position for
an aircraft type. The curriculum
includes the categories of training and
evaluation, the programmed hours for
training and evaluation, and the
appropriate subjects, tasks and
maneuvers.
Curriculum category. Parts of a
curriculum that relate to qualification
experience levels, first time
qualification for a certificate holder, first
time qualification in group (applicable
to flightcrew members), configuration
differences within type or series,
maintaining and regaining qualification,
and changes in operations. Curriculum
categories include: new hire, initial,
transition, conversion, upgrade,
emergency, differences, recurrent,
requalification, and special. Each
curriculum category contains academic
training and evaluation, and job
performance training and evaluation, as
required.
Differences. A curriculum category
that establishes training and evaluation
requirements, as appropriate, for a
particular aircraft type when the FAA
finds additional training, or training and
evaluation, is necessary before a person
serves in the same capacity on a
particular variation within a series of an
aircraft type or a different series within
an aircraft type.
Eligibility Period. The eligibility
period consists of the month in which
the recurrent activity is due (the ‘‘base
month’’), the month before and the
month after (the ‘‘grace month’’).
Emergency training (flight attendant).
A curriculum category that qualifies
flight attendants to conduct emergency
procedures, operate emergency
equipment, and enhance passenger and
crewmember survivability.
Environment. A combination of
external, physical, and surrounding
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conditions that affect aircraft
performance, aircraft and equipment
operation, and decisionmaking.
Evaluation. Any testing or checking,
in which a person’s knowledge and
skills are assessed by a person
authorized to perform that evaluation.
Exit device. Exit device means
emergency exit doors, plugs, and
hatches, including window exits, floor
level exits, tailcone exits, ventral stairs,
flight deck exits, and any other exit
designed for passenger or crewmember
egress from the aircraft.
Flight Attendant Jumpseat. A flight
attendant jumpseat is a seat located in
the cabin of an aircraft that meets the
requirements of § 121.311(g).
Flight Attendant Operating Manual
(FAOM). An FAA-approved document
that includes the instructions and
information necessary to allow the flight
attendant to perform his or her required
safety related duties and responsibilities
with the highest possible degree of
safety. The FAOM contains standard
operating procedures, abnormal or nonnormal procedures, and emergency
procedures.
Flight instructor. A person authorized
by the FAA to conduct flight training
required by this part and certifies the
proficiency and knowledge of those
flightcrew members receiving that
training. Flight instructors include pilot
flight instructors and flight engineer
flight instructors.
Flight simulation training device
(FSTD). A Full Flight Simulator (FFS) or
a Flight Training Device (FTD).
Flight tasks. The maneuvers and
procedures necessary to operate the
aircraft in various phases of flight
operations and environments.
Flight Training Device (FTD). A
replica of aircraft instruments,
equipment, panels, and controls in an
open flight deck area or an enclosed
aircraft flight deck replica. It includes
the equipment and computer programs
necessary to represent aircraft (or set of
aircraft) operations in ground and flight
conditions having the full range of
capabilities of the systems installed in
the device as described in part 60 of this
chapter and the qualification
performance standard (QPS) for a
specific FTD qualification level.
Flightcrew Member Operating Manual
(FCOM). An FAA-approved document
that includes the instructions and
information necessary to allow a
flightcrew member to perform his or her
required safety related duties and
responsibilities with the highest
possible degree of safety. The FCOM
contains standard operating procedures,
abnormal or non-normal procedures,
and emergency procedures. The FCOM
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also contains information such as
ground and flight operations tasks, flight
deck checklists, systems descriptions,
and evacuation procedures.
Full Flight Simulator (FFS). A replica
of a specific type, make, model, or series
aircraft. It includes the equipment and
computer programs necessary to
represent aircraft operations in ground
and flight conditions, a visual system
providing an out-of-the-flight deck view,
a system that provides cues at least
equivalent to those of a three-degrees-offreedom motion system, and has the full
range of capabilities of the systems
installed in the device as described in
part 60 of this chapter and the QPS for
a specific FFS qualification level.
Full Flight Simulator (FFS) course of
instruction. A session of training
conducted in an FFS with a complete
flightcrew that provides an opportunity
to practice the tasks and operate in the
environments addressed in the Pilot
QPS, and other appropriate areas as
determined by the certificate holder.
This session of training requires the
person conducting the session to ensure
that any lack of competency seen in a
member of the flightcrew is corrected
prior to that person serving in line
operations.
Group. A broad categorization of
aircraft based on propulsion methods.
Group I is propeller driven, including
reciprocating powered and
turbopropeller powered. Group II is
turbojet powered.
Head-Up Display/Head-Up Guidance
System (HUD/HGS). An aircraft system
which provides head-up guidance to the
pilot during flight. It includes the
display element, sensors, computers,
and power supplies, indications and
controls. It may receive inputs from an
airborne navigation system or flight
guidance system.
Initial Cadre. The specific persons
approved by the FAA for the start-up
time frame necessary, not to exceed 24
months, for a new part 119 certificate
holder to initiate operations under part
119 of this chapter, or for a current part
119 certificate holder to initiate
operations of a new aircraft type not
operated previously or to initiate a new
type of operation.
Initial (flight attendant). A curriculum
category required to qualify a person to
serve as a flight attendant on an aircraft
type when the person has not served as
a flight attendant for at least 180 days
in operations under this part for the
certificate holder.
Initial (flight instructors, check
persons, flight attendant instructors,
and persons authorized to conduct
flight attendant proficiency tests). A
curriculum category that is required to
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qualify a person to serve for the first
time for the certificate holder as a flight
instructor, check person, flight
attendant instructor, and a person
authorized to conduct flight attendant
proficiency tests.
Initial (flightcrew member). A
curriculum category of training used to
qualify a flightcrew member when that
person has not qualified and served in
that crewmember position on another
airplane type in the same group.
Initial Operating Experience (IOE)
Pilot. A person qualified as pilot in
command who is current and qualified
on the navigation system necessary for
the route to be flown and the aircraft on
which he or she will be supervising
operating experience, and who is
specifically approved by the FAA for
supervising operating experience.
Job performance evaluation. For
flightcrew members, this is a check or
test of the skills obtained during job
performance training conducted in an
aircraft, in a flight simulation training
device approved under part 60 of this
chapter, or in another training device
approved under this part. For flight
attendants, this is a check or test of the
skills obtained during job performance
training conducted in a training device
approved under this part or in a
classroom.
Job performance training. For
flightcrew members, this is instruction,
practice, and review conducted in an
aircraft, in a flight simulation training
device approved under part 60 of this
chapter, or in another training device
approved under this part. For flight
attendants, this is instruction and
practice conducted in a training device
approved under this part or in a
classroom. This training provides
individuals with the practical, hands on
experience of integrating knowledge and
skills, and learning the related motor
skills necessary to perform the job.
Line flight time. Flight time performed
in operations under this part.
Line Oriented Flight Training (LOFT).
Training conducted in a full flight
simulator (FFS) with a complete
flightcrew using representative flight
segments that contain procedures that
may be expected in line flight time. The
LOFT includes real-time scenarios that
address routine, abnormal, and
emergency situations and provides
training in crew resource management.
(1) A qualification LOFT is a LOFT
session conducted to facilitate the
transition from a structured flight
training syllabus environment to a
representation of line flight time.
(2) A recurrent LOFT is a LOFT
session conducted to meet periodic
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recurrent job performance training
requirements.
Line Qualified. Qualified to serve as a
flightcrew member in operations under
this part.
LOFT Environment Training. Training
in a FFS with a complete flightcrew
using procedures expected in line
operations but without the use of
simulator resets or repositioning. This
training is used primarily for the
maintenance or regaining of landing
currency and, therefore, is not required
to meet the time requirements of other
LOFT scenarios.
Month. Calendar month.
New Hire training. A curriculum
category required to qualify a person to
serve as a crewmember for the first time
for the certificate holder under this part
Observation Drill. Observation drill
means a drill where a person watches
without actively participating in the
training or evaluation.
Observer Seat. An observer seat is a
seat on the flight deck, or a forward
passenger seat with headset or speaker
that provides adequate visibility of the
flight controls, instruments, and
external views.
Operating cycle. A complete flight
segment consisting of the time from
push back/power back, taxi out, takeoff,
climb, en route portion, descent,
landing, taxi in, parking, and shutdown.
Practice. A physical or verbal exercise
of skills in an instructor led
environment that encourages interaction
among participants for the specific area
of knowledge.
Procedure. A procedure is a step-bystep method used to complete a specific
task. Types of procedures are:
(1) Standard operating procedure. A
procedure associated with systems that
are functioning in their usual manner.
(2) Abnormal or Non-normal
operating procedure. A procedure
associated with systems that are not
functioning in their usual manner and
that require crewmember action for
continued safe flight and landing.
(3) Emergency procedure. A
procedure requiring immediate
crewmember action to protect the
aircraft and occupants from serious
harm.
Proficiency. Demonstrated awareness
of existing circumstances, competence
in the necessary knowledge and skill,
and performance of the relevant task
(maneuver or procedure) within the
operating range of environments to the
standards identified and required by the
appropriate QPS.
Proficiency check (PC). An assessment
of crewmember proficiency during
which limited training or practice is
allowed. The assessment is of
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knowledge and skill in tasks to the
standards identified and required by the
appropriate QPS. The proficiency check
must be conducted by a check person.
Proficiency test (PT). An assessment
of crewmember proficiency during
which additional training or practice is
not allowed. The assessment is of
knowledge and skill in tasks to the
standards identified and required by the
appropriate QPS. For flightcrew
members, when a proficiency test is not
for the purpose of obtaining an airman
certificate or rating, it may be conducted
by a check pilot or an APD. When a
proficiency test is conducted for the
purpose of obtaining an airman
certificate or rating, it must be
conducted by an APD or an FAA
Aviation safety inspector. For flight
attendants, the proficiency test may
only be conducted by a person
authorized to administer flight attendant
proficiency tests or an FAA Aviation
safety inspector.
Programmed hours. The academic
and job performance hours set forth in
this subpart for curriculum categories.
Protective Breathing Equipment (PBE)
drill. An emergency drill in which a
crewmember combats an actual fire or
simulated fire while using PBE.
Qualification Performance Standards
(QPS). FAA standards providing all of
the tasks and areas of training and
evaluation, including activities,
procedures, and knowledge needed to
qualify a person to serve under this part.
The QPSs are in part 121 appendices as
follows: Appendix Q: Pilot Qualification
Performance Standards; appendix R:
Flight Engineer Qualification
Performance Standards; appendix S:
Flight Attendant Qualification
Performance Standards; and appendix
T, Aircraft Dispatcher Qualification
Performance Standards.
Qualified. Qualified, when used in
reference to an individual, means:
(1) For a flight attendant crewmember
duty position or a flight attendant
training or evaluation duty position, an
individual who has completed the
certificate holder’s FAA-approved
curriculum for the aircraft type to serve
in that position under this part.
(2) For a flightcrew member duty
position or a flightcrew member training
or evaluation duty position, an
individual who has completed the
certificate holder’s FAA-approved
curriculum for the aircraft type to serve
in that position under this part and
holds the appropriate U.S. medical
certificate and airman certificates and
ratings.
Recurrent. A curriculum category that
must be completed to enable a qualified
person to continue to serve in a
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crewmember duty position or a training
or evaluation duty position for the
certificate holder under this part.
Recurrent Flight Attendant Cycle. The
12-month period in which required
tasks are trained and evaluated in
accordance with the Flight Attendant
QPS.
Related Aircraft. Any two or more
aircraft of the same make with either the
same or different type certification data
sheets that have been demonstrated and
determined to have commonality to the
extent that credit between those aircraft
may be applied for training, testing,
checking, recency of experience, or
operating experience, as authorized by
the FAA.
Requalification. A curriculum
category required to allow crewmembers
to become qualified again to serve in a
crewmember duty position for the
certificate holder in operations under
this part.
Serve. To perform the duties and
discharge the responsibilities required
under this part.
Simulated fire. An artificial
duplication of smoke or flame used to
create various aircraft firefighting
scenarios, such as lavatory, galley oven,
and aircraft seat fires.
Special training. A category of
training necessary to address changes to
the certificate holder’s operations or to
correct deficiencies identified by the
certificate holder’s continuous analysis
process. Special training is temporary
and is integrated into the approved
training program.
Training. Instruction, practice or
review.
Training center evaluator. An
individual who meets the requirements
of § 142.55 of this chapter.
Training or evaluation duty position.
Flight instructors, flight attendant
instructors, check persons, IOE captains,
and persons authorized to conduct flight
attendant proficiency tests.
Training program. A certificate
holder’s training curriculums,
personnel, facilities, equipment, and
other resources used to meet the
training requirements under this
subpart.
Transition (check persons and
persons authorized to conduct flight
attendant proficiency tests). A
curriculum category required to qualify
check persons and persons authorized
to conduct flight attendant proficiency
tests to serve in a training or evaluation
duty position on an aircraft type for the
certificate holder when they have
previously served in the same training
or evaluation duty position on a
different aircraft type in the same group
for that certificate holder.
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Transition (flight attendants). A
curriculum category that allows a flight
attendant to qualify on an aircraft type
if the flight attendant has been qualified
for at least 180 days and served in the
previous 180 days on an aircraft as a
flight attendant for that certificate
holder.
Transition (flightcrew members). A
curriculum category used to qualify a
flightcrew member when that person
has qualified and served in that
crewmember position on another
aircraft in the same group.
Upgrade. A curriculum category
required to qualify flightcrew members
as either PIC or SIC in an aircraft in
which they have been previously
qualified and served as SIC or flight
engineer, respectively, for that
certificate holder.
§ 121.1206
Designation of related aircraft.
In order to seek approval of a training
program under § 121.1215(b), or a
deviation under § 121.1230, a certificate
holder must submit an application for
related aircraft designation, and obtain
approval of that application. The
application must be submitted through
the FAA office responsible for approval
of the certificate holder’s operations
specifications, to the Division Manager
of the Air Transportation Division of
Flight Standards Service.
§ 121.1207 Certification requirements:
Crewmembers, flight instructors, check
pilots, check captain, and check flight
engineers.
No certificate holder may use any
person, nor may any person serve, as a
crewmember, flight instructor, check
pilot, check captain, or check flight
engineer in a training program or in
operations under this part, unless that
person meets the following
requirements, as applicable:
(a) Pilots. (1) For pilots serving as
pilot in command, or as second in
command of an aircraft that requires
three or more pilots in a flag or
supplemental operation, a pilot must
hold an airline transport pilot certificate
and an appropriate type, category, and
class rating for that aircraft.
(2) For pilots serving as second in
command of an aircraft that requires
only two pilots in flag operations or in
international supplemental operations, a
pilot must hold at least a commercial
pilot certificate with appropriate type,
category, and class ratings for that
aircraft, and an instrument rating.
(3) For pilots serving as second in
command of an aircraft in domestic
operations, a pilot must hold at least a
commercial pilot certificate with
appropriate category and class ratings
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for that aircraft, and an instrument
rating.
(b) Flight engineers. To serve as a
flight engineer, a person must hold a
flight engineer certificate with the
appropriate aircraft class rating.
(c) Flight instructors, check pilots,
check captains, and check flight
engineers. No person may use, nor may
any person serve, as a flight instructor,
check pilot, check captain, or check
flight engineer in a training program or
in operations under this part, with
respect to the aircraft type involved,
unless the person holds the airman
certificates and ratings required to serve
as a pilot in command or flight engineer,
as applicable, in operations under this
part.
(d) Flight attendant. A person is
considered to hold a Certificate of
Demonstrated Proficiency and is eligible
to serve as a flight attendant once the
Administrator is notified by a certificate
holder that the person has the
demonstrated proficiency to be a flight
attendant.
(e) Certification of persons currently
serving. A person who is currently
serving as a pilot or flight engineer for
the certificate holder or a person who is
engaged in training and evaluation
activities for the certificate holder (as
described in § 121.1331(d)) may be
issued the appropriate certificate or type
rating if that person meets the following
requirements:
(1) The applicable eligibility,
aeronautical knowledge, and experience
required by part 61 or part 63 of this
chapter.
(2) The applicable training
requirements of this subpart.
(3) The proficiency test requirements
of § 121.1365(b)(1). The FAA or an APD
must administer the proficiency test.
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§ 121.1209
English language requirement.
(a) No certificate holder may use any
person, nor may any person serve, as a
flightcrew member, flight attendant, or
person acquiring flight attendant
operating experience in operations
under this part, unless that person has
demonstrated to an individual qualified
to conduct evaluations under this part,
that he or she can:
(1) Read, write, speak, and understand
the English language.
(2) Have his or her English language
and verbal and written communications
understood.
(b) Compliance with this section may
be shown by:
(1) Completion of a certificate holder’s
approved training program conducted
solely in English, or
(2) An airman certificate with an
English language endorsement.
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§ 121.1211 Medical certificate
requirements.
(a) No certificate holder may use any
person, nor may any person serve, on an
aircraft as a required flightcrew member
in operations under this part unless that
person has a valid medical certificate
required by § 61.23 or § 63.31 of this
chapter, as appropriate for the duty
being performed.
(b) No medical certificate is required
to serve in an FSTD.
§ 121.1213
duties.
Pilot monitoring (not flying)
Each pilot who is seated at the pilot
controls of the aircraft or FSTD, while
not flying the aircraft or FSTD, is
required to accomplish pilot monitoring
duties as appropriate in accordance
with the FCOM. Pilot monitoring duties
are subject to the same oversight and
evaluation as pilot flying duties.
§ 121.1215
program.
Modification of training
(a) Differences: Modification of
training program. If the certificate
holder finds that differences exist
between the aircraft on which a
crewmember will serve as a required
crewmember and an aircraft of the same
type or series aircraft on which the
crewmember has satisfactorily
completed qualification training, the
certificate holder must consider the
differences between the aircraft of the
same type and report such differences to
the Administrator. The report must
include recommendations for the
training necessary to ensure that each
crewmember is adequately trained to
perform their assigned duties.
Differences training and evaluation for
crewmembers must consist of at least
the following as applicable to their
assigned duties and responsibilities:
(1) Each appropriate subject or task
required for the academic training and
evaluation for the aircraft unless the
Administrator finds that particular
subjects are not necessary.
(2) Each appropriate maneuver or
procedure required for the job
performance training and evaluation for
the aircraft unless the Administrator
finds that particular maneuvers or
procedures are not necessary.
(3) The number of programmed hours
of academic and job performance
training and evaluation determined by
the Administrator to be necessary for
the aircraft, the operation, and the duty
position. The programmed hours
required for differences training and
evaluation are in addition to other
required programmed hours.
(b) Modification of flightcrew member
training program based on related
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aircraft classification. (1) If the FAA
determines under § 121.1206 that a
certificate holder is operating related
aircraft, the certificate holder may
submit a request for approval of a
training program that includes
modifications of the flightcrew member
training program requirements specified
in §§ 121.1221, 121.1223, and 121.1239,
and the applicable QPS requirements.
The request for approval must include
the following:
(i) Each appropriate subject or task
required for the academic training and
evaluation for the related aircraft.
(ii) Each appropriate maneuver or
procedure required for the job
performance training and evaluation for
the related aircraft.
(iii) The number of programmed
hours of academic and job performance
training and evaluation necessary based
on review of the related aircraft, the
operation, and the duty position.
(iv) For recurrent curriculum
category, provide for the 9-month cycle
as prescribed under 121.1223, and
ensure, during each cycle, that the
individual is provided all of the
following:
(A) Job performance training on one of
the related aircraft;
(B) Applicable academic or job
performance training for the differences,
as determined by the FAA, on that
aircraft and the other aircraft
determined to be related; and
(C) Evaluation for the aircraft on
which the individual did not receive the
job performance training during that
same 9-month cycle.
(2) The request for approval must be
submitted to the certificate holding
district office and a copy sent to the
Director of Flight Standards Service.
Flightcrew Member
§ 121.1221 Flightcrew member: Training
and evaluation.
(a) Requirements to serve as a
flightcrew member. Except as approved
by the FAA under § 121.1215(b), no
certificate holder may use any person,
nor may any person serve, as a required
flightcrew member in operations under
this part unless that person has
completed the required curriculum for
the appropriate training categories for
the aircraft type and crewmember duty
position, including the programmed
hours for training and evaluation, as
specified in § 121.1335, the appropriate
QPS, and the following curriculum
categories:
(1) New hire, as prescribed in
§ 121.1363.
(2) Initial, conversion, transition, or
upgrade, as prescribed in § 121.1365, as
applicable.
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(3) Differences, if necessary, as
prescribed in § 121.1215(a).
(4) Recurrent, as prescribed in
§ 121.1367, according to the schedule
prescribed in § 121.1223.
(5) Requalification if necessary, as
prescribed in § 121.1239.
(6) Special, if necessary, as prescribed
in § 121.1337.
(b) Continuity of training and
evaluation. Within 120 days of
beginning qualification a person must
have completed in the following order:
(1) The required new hire academic
and job performance training and
evaluation as described in paragraph
(a)(1) of this section, if the person is
qualifying for the first time for the
certificate holder.
(2) The required initial, conversion,
transition, or upgrade academic and job
performance training and evaluation
described in paragraph (a)(2) of this
section, as applicable; and differences as
described in paragraph (a)(3) of this
section, if applicable.
(3) A proficiency test as prescribed in
§ 121.1365(b)(1).
(4) A qualification LOFT as prescribed
in § 121.1365(b)(2).
(c) Failure to complete the academic
and job performance training and
evaluation prescribed in paragraph (b)
of this section within 120 days. If a
person fails to complete the required
training and evaluation curriculum
category within the 120 days, as
required by paragraph (b) of this section,
the person must repeat the entire
academic and job performance training
and evaluation requirements of the
curriculum category.
(d) Requirements to complete job
performance training: Complete
flightcrew. Except as provided in
paragraph (e) of this section, and as
provided in paragraph (d)(3) of this
section allowing for the absence of a
flight engineer in an airplane requiring
a flight engineer, a complete flightcrew
is required for flightcrew member job
performance training and evaluation
under this part. Each pilot flightcrew
member duty position must be filled by
a person prescribed in paragraph (d)(1)
or (d)(2) of this section.
(1) A student training to serve in that
crewmember duty position; or
(2) Another person qualified to serve
in that duty position, as follows.
(i) A line qualified crew member;
(ii) A check pilot;
(iii) An IOE pilot;
(iv) A flight instructor;
(v) An APD;
(vi) A simulator-only instructor;
(vii) A designated relief pilot
authorized to relieve a pilot serving in
that crewmember duty position; or
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(viii) Another individual qualified to
occupy that seat.
(ix) To be considered ‘‘qualified’’ to
serve in the duty position under
paragraph (d)(2) of this section, a
medical certificate is not required to
serve in the FSTD in accordance with
§ 121.1211(b)(2).
(3) For aircraft certificated for two
pilots and a flight engineer: When using
an FSTD, at the discretion of the
instructor, after the flight engineer
completes the minimum hours of job
performance training, flightcrew
member job performance training, on
specific piloting tasks may be conducted
without the flight engineer duty
position being filled. In these situations,
the FSTD flight engineer panel must be
properly set for the pilot training tasks
and must not require further monitoring
or adjustment. The flight engineer is
required for job performance evaluation.
(4) Substitution for complete flight
crew: job performance training only.
(i) If a certificate holder is not able to
meet the complete flightcrew
requirements of paragraphs (d)(1)
through (2) of this section for planned
job performance training, the certificate
holder must submit a request for
approval of an amendment to the
training program. The request for
amendment must be submitted to the
certificate holding district office at least
30 days prior to the planned job
performance training. That request must
include at least the following:
(A) A justification for granting the
amendment, including reasons why the
requirements of paragraphs (d)(1)
through (2) of this section cannot be
met.
(B) The proposed composition of the
training crews for the planned job
performance training.
(C) The duration of the amendment,
which must not exceed the time
necessary to complete the planned job
performance training.
(ii) If, due to circumstances beyond
the control of the certificate holder
(such as unexpected illness of an
individual, unsuccessful training
progression, transportation issues,
simulator mechanical failure), a
complete flight crew as prescribed in
paragraphs (d)(1) through (2) of this
section is not available for job
performance training, the certificate
holder may allow students training for
the same duty position to function as a
complete flight crew. If the certificate
holder allows for substitution under this
paragraph, the certificate holder must
notify the certificate holding district
office within 30 days of the substitution.
(e) Completion of programmed hours.
Notwithstanding the requirements for
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programmed hours of academic or job
performance training set forth in this
subpart, the programmed hours for the
curriculum categories described in
paragraphs (a)(2) and (a)(3) of this
section are not required to be completed
by the individual flightcrew member
provided that flightcrew member has:
(1) Demonstrated satisfactory
knowledge in each academic area
applicable to the crewmember position
involved to a qualified instructor at least
once during training and the instructor
has determined that the flightcrew
member is knowledgeable and may take
the knowledge test; or
(2) Demonstrated satisfactory skill on
each of the tasks applicable to the
crewmember position involved to a
qualified instructor or check pilot at
least once during training and the
instructor or check pilot has determined
that the flightcrew member is proficient
on each applicable task, and may take
the proficiency check or test.
§ 121.1223 Flightcrew member: Recurrent
training and evaluation schedule for
continuing qualification.
(a) Except as provided in
§ 121.1215(b), to serve as a flightcrew
member, a person must complete the
recurrent training and evaluation for
each aircraft type, as prescribed in
§ 121.1367, in accordance with the
associated programmed hours specified
in § 121.1335 and the requirements in
the applicable QPS, by the end of the
eligibility period.
(b) The eligibility period includes the
month before and the month following
the base month. The base month is one
of the following:
(1) The ninth month following the
month during which the proficiency test
required in § 121.1365(b)(1) is
completed.
(2) The ninth month following the
month in which the proficiency test
authorized in § 121.1239 is completed.
(3) The ninth month following the
completion of the recurrent academic
and job performance training and
evaluation when adjusting the base
month in accordance with § 121.1223(f).
(c) A flightcrew member who has not
completed recurrent curriculum
category by the end of the base month
may continue to serve until the end of
the eligibility period. However, if the
recurrent curriculum category is not
completed during the eligibility period,
the person is unqualified for that
flightcrew member duty position on the
first day of the month following the
eligibility period. The unqualified
person may not serve in that flightcrew
member duty position until the person
completes the applicable phase of the
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requalification curriculum category in
accordance with § 121.1239.
(d) Whenever a flightcrew member
who is required to take recurrent
training or evaluation, completes the
training or evaluation in the calendar
month before or after the calendar
month in which that training or
evaluation is required, he or she is
considered to have completed the
training or evaluation in the calendar
month in which it was required.
(e) Except as provided in paragraph (f)
of this section, time required to
complete recurrent training:
(1) Academic training. A flightcrew
member may initiate recurrent academic
training at any time during the recurrent
cycle.
(2) Job performance training. A
flightcrew member must initiate job
performance training within the
eligibility period.
(i) Once flight training is initiated, it
must end within 96 hours from the
beginning of the training.
(ii) A flightcrew member may initiate
recurrent aircraft emergency equipment
training drills at any time during the
recurrent cycle.
(f) A certificate holder may adjust a
base month established in paragraph (b)
of this section by requiring the person
to complete the required recurrent
academic and job performance training
prior to the beginning of the eligibility
period established under one of the
methods in paragraph (b) of this section.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1225 Flightcrew member: Operating
experience.
(a) Except as authorized by a
deviation granted under § 121.1230, no
certificate holder may use any person,
nor may any person serve, as a required
flightcrew member on an aircraft, unless
the person has completed the operating
experience and operating cycles
required by this section for that aircraft
type and in that duty position in
operations under this part. The
certificate holder must ensure that the
flightcrew member completing
operating experience and operating
cycles is current and qualified for the
duty position in accordance with this
part.
(b) Pilots must complete operating
experience and operating cycles as
follows:
(1) General. Operating experience
must include at least four operating
cycles and 21 hours in operations under
this part and meet the following
requirements:
(i) At least one cycle must be flown
as the pilot monitoring the aircraft.
(ii) At least two cycles must be flown
as the pilot flying the aircraft.
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(iii) At least one of the cycles flown
as the pilot flying the aircraft must be
flown with the automatic pilot
disengaged after takeoff until departing
the terminal area and prior to approach
upon entering the terminal area,
provided this does not require the flight
crew to operate contrary to published or
otherwise required departure or arrival
procedures. If at least one cycle is not
flown with the automatic pilot
disengaged after takeoff until departing
the terminal area and prior to approach
upon entering the terminal area during
the required operating experience, this
fact must be recorded in the
crewmember’s record.
(iv) A pilot will receive one hour of
credit towards the 21 hours required by
this paragraph for each operating cycle
completed in excess of the four
operating cycles required.
(v) Operating experience must be
started no later than 60 days and
completed within 120 days of
completing the proficiency test given at
the end of initial, transition, upgrade, or
conversion training. If operating
experience is not started within 60 days
or completed within 120 days of
completing the proficiency test or
check, a proficiency check is required to
re-initiate operating experience.
(2) Pilot in command. (i) A qualifying
pilot in command completing operating
experience and operating cycles must
complete all of the following:
(A) Serve as the second in command
of record.
(B) Perform the duties of a pilot in
command under the supervision of a
check pilot or IOE pilot, except as
provided in paragraph (d) of this
section.
(C) Be given a line check conducted
by a qualified line check pilot when the
IOE pilot or check pilot determines that
the pilot has reached an adequate level
of proficiency. The line check must
consist of at least two operating cycles.
During one of the cycles the qualifying
pilot in command must perform the
duties of the pilot flying the aircraft. In
the other cycle, the qualifying pilot in
command must perform the pilot
monitoring duties.
(D) For a pilot qualifying as pilot in
command for the certificate holder for
the first time, when the pilot receives
operating experience after completing
initial, conversion, or upgrade training,
the pilot must perform the duties of a
pilot in command during at least one
operating cycle under the observation of
an APD authorized to conduct these
observations or an FAA aviation safety
inspector. For the pilot’s subsequent
qualifications as PIC for the certificate
holder, the observation must be
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observed by an FAA aviation safety
inspector, APD, or qualified line check
pilot.
(ii) Except as provided in paragraph
(d) of this section, the check pilot or IOE
pilot supervising operating experience
must serve as the pilot in command and
occupy a pilot station under the
following requirements:
(A) While supervising the
transitioning or converting pilot in
command until the qualifying pilot in
command has completed the following,
at which time the check pilot or IOE
pilot may occupy the observer’s seat for
the remaining portion of the operating
experience:
(1) Made at least two takeoffs and
landings in the aircraft;
(2) Satisfactorily demonstrated to the
check pilot or IOE pilot the ability to
perform the duties of a pilot in
command of that aircraft type.
(B) While supervising an initial or
upgrading pilot in command.
(3) Second in command. A second in
command pilot must perform the duties
of a second in command under the
supervision of a qualified line check
pilot or IOE pilot.
(c) A flight engineer must perform the
duties of a flight engineer for at least 10
hours of operating experience in
operations under this part under the
supervision of a check flight engineer, a
check pilot, a IOE pilot, or a flight
engineer who is authorized by the FAA
to supervise operating experience.
(d) During operating experience
following transition, conversion, or
upgrade training, the check pilot or IOE
pilot may take a rest period during the
en route cruise portion of flight, if the
following conditions are met:
(1) The pilot obtaining operating
experience meets the requirements of
paragraphs (b)(2)(ii)(A)(1) and (2) of this
section.
(2) The relief pilot meets the
requirements in § 121.1241(b)(3).
(e) In the case of an aircraft not
previously used by the certificate holder
in operations under this part, operating
experience for pilots and flight
engineers completed in the aircraft
during proving flights or ferry flights
may be used to meet this requirement.
(f) Credit for operating experience
hours may only be taken while the pilot
or flight engineer is under the direct
supervision of the check pilot or IOE
pilot.
§ 121.1227
Pilot: Consolidation.
(a) Pilots completing the proficiency
check or test given at the end of initial,
transition, or conversion training must
complete at least 100 hours of line flight
time for consolidation in that aircraft
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type for the certificate holder, unless
otherwise authorized by deviation
issued under § 121.1230 for operation of
related aircraft. The consolidation hours
must be completed within 120 days
after completing the proficiency check
or test.
(1) If the consolidation flight time in
an aircraft type is interrupted by flight
time in another aircraft type, the pilot
must complete an FFS course of
instruction to refresh the pilot’s
knowledge and skills, as provided in the
certificate holder’s approved training
program. The FFS course of instruction
must be completed in the aircraft type
in which consolidation was started
before continuing the consolidation.
The FFS course of instruction must be
conducted by a pilot flight instructor
(includes simulator instructor) or check
pilot (includes simulator check pilot)
qualified under this part.
(2) Consolidation must be started no
later than 60 days after completion of
the proficiency check or test given at the
end of initial, transition, or conversion
training. If consolidation is not started
within 60 days of completing the
proficiency check or test, another
proficiency check or test is required to
re-initiate consolidation.
(b) If consolidation is not completed
within 120 days of completing the
proficiency check or test given at the
end of initial, transition, or conversion
training, the certificate holder may
extend the 120-day period to no more
than 150 days if the pilot continues to
meet all other requirements of this
subpart and one of the following
conditions is met:
(1) On or before the 120th day the
pilot completes an FFS course of
instruction conducted by a qualified
and authorized pilot flight instructor
(includes simulator instructor) or check
pilot (includes simulator check pilot) to
refresh the pilot’s knowledge and skills,
as provided in the certificate holder’s
approved training program.
(2) A check pilot determines that the
pilot has retained an adequate level of
proficiency after observing that pilot in
a supervised line operating flight.
(c) If consolidation is not completed
within 150 days of completing the
proficiency check or test given at the
end of initial, transition, or conversion
training, the certificate holder may
extend the 150-day period to no more
than 210 days if both of the following
conditions are met:
(1) The pilot continues to meet all
other applicable requirements of this
subpart.
(2) On or before the 150th day the
pilot completes a proficiency check or
test in a Level C or D FFS.
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(d) If consolidation is not completed
within 210 days of completing the
proficiency check or test given at the
end of initial, transition, or conversion
training, the remaining line flight time
that is necessary to complete
consolidation must be supervised by a
check pilot.
(e) If consolidation is not completed
by the time the proficiency check or test
required by § 121.1223 is completed for
the first recurrent period, consolidation
must start over.
§ 121.1229
Pilot: Recent experience.
(a) Except as authorized by deviation
under § 121.1230, no certificate holder
may use any person, nor may any
person serve, as a required pilot unless
the person has made, within the
preceding 90 days, at least three takeoffs
and landings as the pilot flying in the
aircraft type in which the person is to
serve. The three takeoffs and landings
required by this paragraph must be
satisfied by compliance with either of
the following:
(1) Use of aircraft. The pilot must
complete three takeoffs and three
landings in the aircraft type in which
the pilot serves.
(2) Use of a full flight simulator (FFS).
Provided the FFS is qualified in
accordance with part 60 of this chapter
and approved for takeoff and landing
maneuvers, the pilot must complete in
a single simulator session at least three
takeoffs and three landings. One takeoff
and one landing must be completed in
a LOFT environment training. The three
takeoffs and three landings must
include the following:
(i) At least one takeoff with a
simulated failure of the most critical
engine.
(ii) At least one landing from a
precision category approach to the
lowest minimums authorized for the
certificate holder.
(iii) At least one landing to a full stop.
(iv) At least one visual traffic pattern
and landing.
(b) If it has been 90 days or less since
the pilot’s recency has lapsed (the last
takeoff landing occurred 91 to 180 day
previously), the pilot may regain
recency only by completing in a LOFT
environment as provided in § 121.1353,
the three takeoffs and landings as
required by paragraph (a)(2) of this
section.
(c) If it has been more than 90 days
since the pilot’s recency has lapsed (the
last takeoff landing occurred more than
180 day previously), the pilot may
regain recency only by completing the
requirements in paragraph (b) of this
section and an FFS course of
instruction. Completing the FFS course
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of instruction to reestablish recency of
experience does not change the pilot’s
recurrent training base month.
§ 121.1230 Deviation from §§ 121.1225,
121.1227, and 121.1229.
(a) The Administrator may authorize
a deviation from the following based on
classification of related aircraft:
(1) Operating experience requirements
of § 121.1225.
(2) Consolidation requirements of
§ 121.1227.
(3) Recency requirements of
§ 121.1229.
(b) Before issuing a deviation from
these requirements, the Administrator
will determine whether the certificate
holder can demonstrate an equivalent
level of safety. The deviation request
must include at least the following:
(1) Identification of aircraft operated
by the certificate holder that may be
classified as related aircraft.
(2) Hours of operating experience and
number of operating cycles necessary
based on review of the related aircraft,
the operation, and the duty position.
(3) Consolidation hours necessary
based on review of the related aircraft,
the operation, and the duty position.
(4) The number of takeoffs, landings,
maneuvers and procedures necessary to
maintain or reestablish recency based
on review of the related aircraft, the
operation, and the duty position.
(c) The request for deviation must be
submitted to the Director of Flight
Standards Service. If granted, the
Director of Flight Standards Service
may, at any time, terminate a grant of
deviation authority issued under this
section.
§ 121.1231 Flight engineer: Recent
experience.
(a) No certificate holder may use any
person, nor may any person serve, as a
required flight engineer unless, within
the preceding 90 days, the person has
performed the duties of a flight engineer
during at least three takeoffs and
landings in the aircraft type in which
the person is to serve. If it has been
more than 90 days since the flight
engineer has completed the recency
requirements in this paragraph the flight
engineer is considered to have lapsed in
recency. The three takeoffs and landings
required by this paragraph must be
satisfied by compliance with either of
the following:
(1) Use of aircraft. The flight engineer
must perform the duties of a flight
engineer during at least three takeoffs
and landings in the aircraft type in
which the flight engineer serves.
(2) Use of a Full Flight Simulator.
Provided the FFS is qualified in
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accordance with part 60 of this chapter
and approved for takeoff and landing
maneuvers, the flight engineer must in
a single simulator session perform the
duties of a flight engineer during three
takeoffs and landings. One takeoff and
one landing must be included in a LOFT
environment under § 121.1353. The
three takeoffs and three landings must
include the following:
(i) At least one takeoff with a
simulated failure of the most critical
engine.
(ii) At least one landing from a
precision category approach to the
lowest minimums authorized for the
certificate holder.
(iii) At least one landing to a full stop.
(iv) At least one visual traffic pattern
and landing.
(b) Lapse of recency: 90 days or less.
If it has been 90 days or less since the
flight engineer’s recency has lapsed (the
last takeoff landing occurred 91 to 180
day previously), the flight engineer may
regain recency only by completing in a
LOFT environment as provided in
§ 121.1353, all the three takeoffs and
landings as required by paragraph (a)(2)
of this section.
(c) Lapse of recency: More than 90
days. If it has been more than 90 days
since the flight engineer last completed
the recency requirements in accordance
with paragraph (a)(1) or (a)(2) of this
section, the flight engineer is considered
to have lapsed in recency. To reestablish
recency, the flight engineer must, in a
LOFT environment as provided in
§ 121.1353, perform the duties of a flight
engineer during the three takeoffs and
landings as required by paragraph (a)(2)
of this section.
(d) Lapse of recency: More than 90
days since lapsing. If it has been more
than 90 days since the flight engineer’s
recency has lapsed (the last takeoff
landing occurred more than 180 day
previously), the flight engineer may
regain recency only by completing the
requirements in paragraph (b) of this
section and an FFS course of
instruction. Completing the FFS course
of instruction to reestablish recency of
experience does not change the flight
engineer’s recurrent training base
month.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1233
Line checks.
(a) No certificate holder may use any
person, nor may any person serve, as a
pilot in command, unless:
(1) Within the preceding 24 months,
that person has completed a line check
for that certificate holder in the aircraft
type in which he or she is to serve. To
serve as pilot in command in aircraft
that have been determined by the FAA
to be related aircraft, within the
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preceding 24 months, that person must
complete a line check for the certificate
holder in one of the related aircraft.
During the line check, the person must
perform the duties and responsibilities
of a pilot in command;
(2) For a pilot who has attained 60
years of age, to continue to serve in
operations under this part, the
certificate holder must evaluate the
pilot’s performance every 6 months,
through a line check. Notwithstanding
the foregoing, a certificate holder is not
required to conduct for a 6-month
period a line check under this paragraph
of a pilot serving as a second-incommand if the pilot has undergone a
regularly scheduled simulator
evaluation during that period.
(b) A pilot in command line check for
domestic and flag operations must be
administered by a check pilot or APD
who is current and qualified on both the
route and the aircraft type. A pilot in
command line check for supplemental
operations must be administered by a
check pilot or APD who is current and
qualified in the aircraft type and must
be conducted on an instrument flight
rules flight plan.
(c) A line check conducted under this
part must consist of at least two
operating cycles during operations
under this part. In one of the cycles the
pilot in command must perform the
duties of the pilot flying the aircraft. In
the other cycle, the pilot in command
must perform the pilot monitoring
duties.
(d) The check pilot or APD
conducting the line check must evaluate
the entire flight crew in the performance
of their duties during the line check of
the pilot in command required by
paragraph (a) of this section. The check
pilot or APD must record the evaluation
of the pilot in command and any other
required flightcrew member that
demonstrates a lack of proficiency. If
any required flightcrew member
performs in a way that is inconsistent
with policies and procedures, and the
check pilot or APD determines that the
performance inconsistency can be
corrected during the post-flight
debriefing, the required flightcrew
member may continue operations. If any
required flightcrew member performs
below standard on any tasks, and the
check pilot or APD determines that the
performance deficiency is not
correctable through a post-flight
debriefing, the flightcrew member may
not serve as a required flightcrew
member in operations under this part
until he or she receives training on such
tasks, and completes a proficiency test
in those tasks. These actions and their
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29411
completion must be entered into the
flightcrew member’s record.
(e) Check pilots or APDs conducting
line checks must conduct a post-flight
debriefing of the flight crew that
includes technical and resource
management competencies.
(f) On flights with a flight engineer as
a required crewmember, check pilots or
APDs who meet the qualification
requirements of this subpart to conduct
pilot in command line checks will
evaluate flight engineer performance
during the line check. The check pilot
or APD is not required to hold a flight
engineer certificate to conduct flight
engineer evaluations during line checks.
(g) If a pilot does not receive the line
check required by paragraph (a) of this
section, the pilot may not serve as pilot
in command in operations under this
part until he or she completes a line
check. The check pilot or APD must
serve as the pilot in command during
the line check and must occupy a pilot
duty station.
(h) If, during a line check required by
paragraph (a) of this section, a
flightcrew member demonstrates a lack
of knowledge or a lack of skills such
that the person conducting the line
check determines the flightcrew
member should be removed from the
flight, that flightcrew member may not
serve in operations under this part until
he or she successfully completes
requalification in accordance with
§ 121.1239. These actions and their
completion must be entered into the
crewmember’s record.
§ 121.1235
Pilot: Routes and airports.
(a) No certificate holder may use any
person, nor may any person serve, as a
pilot, unless that pilot has current
information provided by the certificate
holder regarding routes, airports and
terminal areas into which that pilot
operates. The certificate holder must
ensure that each pilot has adequate
knowledge and skill to use the
information. The certificate holder must
provide information on at least the
following subjects:
(1) Weather.
(2) Navigation facilities.
(3) Communication procedures,
including airport visual aids.
(4) Terrain and obstructions.
(5) Minimum safe flight levels.
(6) En route and terminal area arrival
and departure procedures, holding
procedures and authorized instrument
approach procedures for the airports
involved.
(7) Congested areas and physical
layout of each airport in the terminal
area in which the pilot will operate.
(8) Notices to Airmen.
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(b) Each certificate holder must
provide a system acceptable to the
Administrator for disseminating the
information required by paragraph (a) of
this section to the pilots and appropriate
flight operations personnel. The system
must also provide an acceptable means
for showing compliance with pilot
qualification for special areas, routes,
and airports.
(c) The Administrator may determine
that certain airports (due to items such
as surrounding terrain, obstructions, or
complex approach or departure
procedures) are special airports
requiring special airport qualifications
and that certain areas or routes require
a special type of navigation
qualification. If the Administrator
makes such a determination,no
certificate holder may use any person,
nor may any person serve, as a pilot in
special airport operations unless, within
the preceding 18 months, the pilot has
met one of the following requirements:
(1) Served as a pilot flying or pilot
monitoring during a takeoff and landing
at the special airport.
(2) Qualified by using photographs
and diagrams acceptable to the
Administrator for the special airport.
(3) Qualified by using written
descriptions and diagrams of the special
characteristics of the airport only in
those cases where the country in which
the airport is located does not allow
photographs to be taken of the airport.
The written descriptions and diagrams
must be acceptable to the Administrator.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1237 Pilot: Operating limitations and
crew pairing.
(a) No certificate holder may use any
person, nor may any person serve, as a
pilot in operations under this part
unless either the pilot in command or
the second in command has at least 75
hours of line flight time in the aircraft
being operated.
(b) If the second in command has
fewer than 100 hours of flight time as
second in command in operations under
this part in the aircraft being operated
and the pilot in command is not an
appropriately qualified check pilot, the
pilot in command must make all
takeoffs and landings in any of the
following conditions:
(1) The prevailing visibility value in
the latest weather report for the airport
is below 3⁄4 mile.
(2) The runway visual range for the
runway to be used is below 4,000 feet.
(3) The runway to be used has water,
snow, slush or similar conditions that
may adversely affect aircraft
performance.
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(4) The braking action on the runway
to be used is reported to be less than
good.
(5) The crosswind component for the
runway to be used is in excess of 15
knots.
(6) Windshear is reported in the
vicinity of the airport.
(7) Any time the pilot in command
determines it to be necessary to make
the takeoffs and landings.
(c) Except for check pilots, newly
qualifying PIC in the aircraft type, and
as described in paragraph (d) of this
section, no certificate holder may use
any person, nor may any person serve,
as a PIC or SIC in operations under this
part unless the PIC has been trained for,
is assigned to, and operates the aircraft
from the left hand pilot’s seat, and the
SIC has been trained for, is assigned to,
and operates the aircraft from the right
hand seat.
(d) A certificate holder may authorize
an assigned PIC to operate the aircraft
from the right hand pilot seat and to
authorize the assigned SIC to operate
the aircraft from the left hand pilot seat
provided the pilots have completed
either a training program for that pilot
seat or the seat dependent task training
for that pilot seat in accordance with the
Pilot QPS. The responsibilities of the
PIC and SIC who exchange operating
seats as described in this paragraph,
remain unchanged regardless of the
pilot seat being occupied. Duties and
functions of the pilot flying and the
pilot monitoring will change only due to
the limitations and requirements
imposed by occupying the opposite
pilot seat.
(e) On flights requiring an augmented
crew, the pilot in command may take a
rest break as authorized in
§ 121.1241(b)(4) provided pilot in
command meeting the requirements of
§ 121.1241(b)(3) is designated by the
pilot in command. The acting pilot in
command must then remain on the
flight deck during the absence of the
pilot in command and may occupy
either the left hand or the right hand
pilot seat.
§ 121.1239 Flightcrew Member:
Requalification.
(a) No certificate holder may use any
person, nor may any person serve, as a
pilot or flight engineer if that person has
become unqualified by failing to
complete the recurrent curriculum
category, including proficiency tests or
proficiency checks, as required by
§ 121.1223.
(b) To be requalified, the person must
complete the initial curriculum category
requirements of § 121.1365 in
accordance with the applicable QPS
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including operating experience and
proficiency test, or the person must
meet the requirements of this paragraph
in accordance with the appropriate
requalification phase. The
requalification phases are based on the
number of months after the end of the
person’s base month for recurrent
training.
(1) Phase I requalification.
(i) Eligibility for phase I
requalification. An unqualified
flightcrew member may requalify by
completing the phase I requalification
program if it has been less than 9
months since the end of the person’s
base month for recurrent training.
(ii) Phase I requalification program.
The flightcrew member must complete
phase I requalification in accordance
with the applicable QPS. The academic
training requirements must be
completed within 30 days of beginning
requalification training. The job
performance training requirements must
be completed within 96 hours of
initiating job performance training. The
flightcrew member must complete all
phase I requalification academic
training and job performance training
requirements in less than 9 months from
the end of the person’s base month for
recurrent training.
(2) Phase II requalification.
(i) Eligibility for phase II
requalification. An unqualified
flightcrew member may requalify by
completing the phase II requalification
program if it has been 9 months or more,
but less than 27 months since the end
of the person’s base month for recurrent
training.
(ii) Phase II requalification program.
The flightcrew member must complete
the following phase II requalification
requirements within 60 days of
beginning requalification training and
less than 27 months from the end of the
person’s base month for recurrent
training:
(A) The flightcrew member must
complete phase II requalification in
accordance with the applicable QPS. A
pilot in command must also complete a
line check.
(B) The flightcrew member’s recurrent
base month must be changed as
appropriate to correspond to the month
in which the proficiency test was
completed.
(3) Phase III requalification.
(i) Eligibility for phase III
requalification. An unqualified
flightcrew member must complete the
phase III requalification program if it
has been 27 months or more since the
end of the person’s base month for
recurrent training.
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(ii) Phase III requalification program.
The flightcrew member must complete
the following phase III requalification
requirements within 90 days of
beginning requalification training:
(A) The flightcrew member must
complete phase III requalification in
accordance with the applicable QPS.
(B) The flightcrew member must
complete a qualification LOFT.
(C) The pilot in command must
complete a line check.
(D) The flightcrew member’s recurrent
base month must be changed as
appropriate to correspond to the month
in which the proficiency test was
completed.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1241
controls.
Flightcrew members at
(a) Except as provided in paragraph
(b) of this section, each required
flightcrew member on flight deck duty
must remain at the assigned duty station
with seat belt fastened while the aircraft
is taking off or landing, and while it is
en route.
(b) A required flightcrew member may
leave the assigned duty station only in
the following situations:
(1) If the crewmember’s absence is
necessary for the performance of duties
in connection with the operation of the
aircraft.
(2) If the crewmember’s absence is in
connection with physiological needs.
(3) If the crewmember (PIC or SIC) is
taking a rest period, and relief is
provided during the en route cruise
portion of the flight by a pilot who
meets all of the following:
(i) Holds an airline transport pilot
certificate and a type rating on the
aircraft.
(ii) Is qualified as pilot in command
or second in command on the aircraft.
(iii) Has completed operating
experience in accordance with
§ 121.1225.
(iv) Has completed line operating
flight time for consolidation, if
applicable, within the time prescribed
in § 121.1227.
(v) Has completed either of the
following:
(A) Training for the duty station to be
occupied.
(B) Seat dependent task training
described in the pilot QPS.
(vi) Is maintaining recency in
accordance with § 121.1229.
Check Pilot and Check Flight Engineer
Qualification
§ 121.1251 Eligibility: Check pilot, check
flight engineer, Aircrew Program Designee
(APD), and Flight Instructor.
To be eligible to enter training as a
check pilot, check flight engineer, APD,
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or Flight Instructor, a person must meet
the following requirements:
(a) For pilots:
(1) Have an ATP certificate and a
rating for the aircraft type in which they
are to serve.
(2) Have served in one of the
following capacities for at least 1 year in
an aircraft of the same group in which
that person is authorized to instruct or
evaluate:
(i) A flight instructor in a certificate
holder’s approved training program.
(ii) A pilot in command.
(iii) A Training Center Evaluator
(TCE).
(iv) A second in command.
(3) Have completed the certificate
holder’s academic and job performance
training and evaluation for pilot in
command, in accordance with
§§ 121.1365 and 121.1367, for the
aircraft type on which they are to serve
as an instructor, check pilot, or APD.
(b) For flight engineers:
(1) Have a flight engineer certificate
and a rating for the aircraft type in
which they are to serve.
(2) Have served as a flight engineer for
at least 1 year in an aircraft of the same
group in which that person is
authorized to instruct or evaluate.
(3) Have completed the certificate
holder’s academic and job performance
training and evaluation for flight
engineer in accordance with
§§ 121.1365 and 121.1367, for the
aircraft type on which they are to serve
as a check flight engineer.
§ 121.1253 Check pilot and check flight
engineer: Training, evaluation, approval and
recent experience.
No certificate holder may use any
person, nor may any person serve, as a
check pilot or check flight engineer in
a training program established under
this subpart, with respect to the aircraft
type involved, unless the person has
satisfied the requirements of this
section.
(a) Training:
(1) For check pilots, the following:
(i) The certificate holder’s approved
academic and job performance training
for check pilots, as required by
§§ 121.1381 and 121.1383.
(ii) The seat dependent task training
from both seats, in accordance with the
QPS.
(2) For check flight engineers, the
certificate holder’s approved academic
and job performance training for check
flight engineers, as required by
§§ 121.1381 and 121.1383.
(b) Evaluation:
(1) For check pilots, the following
observation checks:
(i) To be authorized to conduct
proficiency tests or proficiency checks,
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the person must be observed conducting
either a proficiency test or a proficiency
check in an FFS by an FAA aviation
safety inspector or an APD, and the pilot
undergoing that proficiency test or
proficiency check for this observation
must be signed off by the FAA aviation
safety inspector or the APD as the
instructor or evaluator of record.
(ii) To be authorized to conduct line
checks, the person must be observed
conducting a line check by an FAA
aviation safety inspector or an APD, and
the pilot undergoing the line check for
this observation must be signed off by
the FAA aviation safety inspector or the
APD as the evaluator of record.
(2) For check pilots to be authorized
to conduct line checks, prior to
conducting line checks from one of the
pilot operating seats, the person must,
initially, and thereafter once each 24
months, complete the following
qualification requirements:
(i) At least two operating cycles in the
aircraft during line operations, one
operating cycle in each pilot seat, under
the supervision of a check pilot
authorized to conduct operating
experience and line checks, who must
occupy the opposite pilot seat.
Satisfaction of this requirement will also
satisfy the line check requirements of
§ 121.1233.
(ii) At least one operating cycle in the
aircraft during line operations under the
supervision of an FAA aviation safety
inspector or an APD designated to
conduct the observation of a check pilot
conducting PIC line checks.
(3) For check flight engineers, to be
authorized to conduct proficiency tests
or proficiency checks, the person must
be observed conducting a proficiency
test or proficiency check in an FFS by
an FAA aviation safety inspector or an
APD, and the flight engineer undergoing
the proficiency test or proficiency check
for this observation must be signed off
by the FAA aviation safety inspector or
the APD as the instructor or evaluator of
record.
(c) Approval:
(1) For check pilots, after completing
the requirements of paragraphs (a) and
(b) of this section, the check pilot may
be issued an FAA letter of authorization
to conduct the following:
(i) Proficiency tests and proficiency
checks, in an FFS, unless the check
pilot is authorized to conduct these
activities in an airplane.
(ii) Line checks.
(2) For check flight engineers, after
completing the requirements of
paragraphs (a) and (b) of this section,
the check flight engineer may be issued
an FAA letter of authorization to
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conduct proficiency tests and
proficiency checks.
(3) Check pilots and check flight
engineers may conduct only those
activities listed on the FAA letter of
authorization.
(4) For those check pilots and flight
engineers who have reached their 65th
birthday or who do not hold medical
certificates, the check pilot or check
flight engineer may be authorized to
conduct only proficiency tests, checks,
or line checks, but may not serve as
flightcrew members in operations under
this part.
(5) For a certificate holder to continue
to use, and a person to continue to serve
as a check pilot or check flight engineer
under a letter of authorization issued
under paragraph (c) of this section, the
person must satisfactorily complete one
of the authorized activities under the
observation of an FAA aviation safety
inspector or the APD, once every 24
months after the date of issuance of the
letter of authorization. The observations
required under this paragraph are
considered to have been completed in
the month required if completed in the
calendar month before, or the calendar
month after, the month in which it is
due.
(d) Recent experience:
(1) Except as provided in paragraph
(d)(2)(iii)(B) of this section, check pilots
and check flight engineers must
maintain recency as a pilot or flight
engineer as required by § 121.1229 or
§ 121.1231, as applicable.
(2) After a person has been a check
pilot or a check flight engineer for 12
months:
(i) The person may not serve as a
check pilot or a check flight engineer
unless in the preceding 12 months the
person has completed at least 6
evaluation activities for the certificate
holder. The minimum of 6 activities
must include at least one of each
activity he or she is authorized to
conduct in accordance with the
applicable QPS.
(ii) If the check pilot or check flight
engineer fails to conduct at least 6
activities, that person may not serve as
a check pilot or check flight engineer
until the person is re-observed by an
FAA aviation safety inspector or an APD
while conducting a proficiency test or
proficiency check.
(iii) If the person has conducted six
activities but one or more of the
authorized activities have not been
conducted:
(A) The check pilot or check flight
engineer may not serve as a check pilot
or check flight engineer for any activity
until re-observed by an FAA aviation
safety inspector or an APD while
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conducting a proficiency test or
proficiency check; or
(B) The certificate holder must request
that the FAA update the check pilot’s or
check flight engineer’s letter of
authorization by removing the activities
that were not conducted from the
authorizations.
(iv) Within the 12 months preceding
performing the duties of a check pilot or
check flight engineer, the check pilot or
check flight engineer must have
completed the following:
(A) Attended the standardization
meetings required by § 121.1355(b) for
each aircraft type in which the person
is authorized to conduct check pilot or
check flight engineer duties; and
(B) If the check pilot or check flight
engineer meets the requirements of
paragraph (d)(1) of this section by
completing § 121.1229(a)(1) or
§ 121.1231(a) through aircraft operations
other than line operations under this
part, or by completing § 121.1229(a)(2)
or § 121.1231(a)(2) in a qualified and
approved FFS, the check pilot or check
flight engineer must have observed the
line operations of the certificate holder
in the airplane for which the check pilot
or check flight engineer is to perform
evaluation duties. This observation
must be part of an FAA-approved lineobservation program.
§ 121.1255 IOE pilot: Additional training
requirements.
(a) No certificate holder may use any
person, nor may any person serve, as an
IOE pilot in operations under this part
with respect to the aircraft type
involved, unless the person is current
and qualified as a pilot in command for
the part 119 certificate holder with the
appropriate certificates and ratings and
has satisfied the following requirements:
(1) Received training on safety
measures to be taken from either pilot
seat for emergency situations that are
likely to develop during flight
operations.
(2) Received training on potential
consequences of improper, untimely or
unexecuted safety measures during
flight operations.
(3) Completed the seat dependent task
training described in the QPS.
(4) Been observed initially, and at
least every 24 months thereafter,
conducting at least two cycles of IOE by
an APD or check pilot authorized by the
FAA to conduct IOE.
(b) Recurrent training for IOE pilot
must be completed in accordance with
§ 121.1223, and must include the
following:
(1) The safety measures to be taken
from either pilot seat for emergency
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situations that are likely to develop
during flight operations.
(2) The potential consequences of
improper, untimely or unexecuted
safety measures during flight operations.
(3) Seat dependent task training from
both seats, in accordance with the QPS.
§ 121.1257
Check airmen: Initial cadre.
(a) This section establishes the
requirements for initial cadre check
airmen and requirements for the
instructors, check airmen, and APDs
who will train the initial cadre check
airmen. A certificate holder may use a
person as a check airman even though
the person does not meet the
experience, recency, crew pairing, or
consolidation requirements of this
subpart, if the person meets the initial
cadre check airmen requirements of this
section. The FAA will determine the
period of initial cadre status and may
terminate initial cadre status entirely or
for an individual check airman, if
necessary. In no case will initial cadre
status exceed a period of 24 months.
(b) Initial cadre check airmen:
Qualification. To be an initial cadre
check airman for a part 119 certificate
holder and to continue to serve in that
capacity for the authorized period, a
person must meet all of the following
requirements:
(1) Be employed by the part 119
certificate holder.
(2) Have served at least 3 years in the
past 6 years as a pilot in command or
as a flight engineer, as applicable, on an
aircraft of the same group in which the
person is to perform duties as an initial
cadre check airman.
(3) Have the appropriate certificates
and ratings for the aircraft type and pilot
or flight engineer position.
(4) Have completed the academic and
job performance training and evaluation
of the applicable curriculum categories,
as approved by the FAA for the part 119
certificate holder that are required to
serve as a pilot in command or flight
engineer, as applicable. For initial cadre
check pilots, seat dependent task
training must be completed.
(5) Perform each of the duties to be
accomplished as a check pilot or check
flight engineer under the observation of
an FAA aviation safety inspector. When
an observed activity must be made part
of a training record, the people
undergoing the observed activities must
be signed off by the FAA aviation safety
inspector as the evaluator of record.
(6) Be approved by the FAA for the
specific check airman duties to be
performed.
(c) Initial cadre check airmen:
Operating experience. Initial cadre
check airmen may obtain aircraft
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operating experience while supervising
or being supervised by other initial
cadre check airmen, and while being
observed by the FAA.
(1) Operating experience for initial
cadre check airmen may be obtained
during revenue passenger operations or
during aircraft delivery flights, ferry
flights, repositioning flights, or proving
flights.
(2) An initial cadre check airman may
not gain operating experience in
operations under this part unless there
is at least one initial cadre check pilot
on that flight who has the following
experience in the aircraft type:
(i) Has at least 5 hours of operating
experience at the pilot controls; and
(ii) Has made at least two takeoffs and
landings within the previous 60 days.
(d) Training initial cadre check
airmen. The part 119 certificate holder
may use current employees, employees
of part 142 certificate holders,
employees of other part 119 certificate
holders, or aircraft manufacturers as
instructors, check airmen, and aircrew
program designees (APDs) for training
initial cadre check airmen. The part 119
certificate holder must receive FAA
approval for the instructors, check
airmen, and aircrew program designees
(APDs) used to train initial cadre check
airmen. The FAA must complete all
evaluation of the initial cadre check
airmen.
(e) Initial cadre check airmen:
Consolidation. Notwithstanding
contrary provisions of § 121.1227 for
consolidation of knowledge and skills
(including operating experience
required under § 121.1225), an initial
cadre check pilot may delay initiating
line flight time for consolidation. The
initiation of consolidation may be
delayed until 180 days after completing
the proficiency test at the end of the
initial or transition curriculum category,
or until 10 days after the initial cadre
status is terminated by the FAA,
whichever is sooner. Once
consolidation is initiated, the pilot must
acquire 100 hours of line operating
experience within 120 days. If
consolidation is not completed as
required by this paragraph, the pilot
must restart consolidation in accordance
with § 121.1227.
(f) Initial cadre check airmen:
Recency. Notwithstanding contrary
provisions of § 121.1229 for recent
takeoff and landing experience, an
initial cadre check pilot may perform
the duties of a pilot in command or
second in command in operations under
this part if the initial cadre check pilot
has satisfied the following two
requirements:
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(1) Has accumulated at least 5 hours
of operating experience as pilot flying in
the aircraft type.
(2) Has made at least two takeoffs and
landings as pilot flying within the
previous 60 days in the aircraft type.
(g) Initial cadre check airmen:
Operating limitations. Notwithstanding
contrary provisions of § 121.1237 for
crew pairing, an initial cadre check pilot
may perform the duties of a pilot in
command or second in command in
operations under this part without
respect to the minimum number of
hours of line flight time in that aircraft
type accumulated by the pilot
occupying the other pilot position if the
initial cadre check pilot has satisfied the
following two requirements:
(1) Has accumulated at least 5 hours
of operating experience as the pilot
flying in the aircraft type.
(2) Has made at least two takeoffs and
landings as the pilot flying within the
previous 60 days in the aircraft type.
Aircrew Program Designee
Qualification
§ 121.1271 Aircrew Program Designee
(APD): Training, evaluation, and recent
experience.
No certificate holder may use any
person, nor may any person serve, as a
pilot APD or a flight engineer APD in a
training program established under this
subpart, with respect to the aircraft type
involved, unless the person meets the
requirements of § 121.1251 and has
satisfied the requirements of this
section.
(a) Training:
(1) For pilot APDs, the following:
(i) The certificate holder’s approved
academic and job performance training
for check pilots, as required by
§§ 121.1381 and 121.1383.
(ii) The seat dependent task training
from both seats, in accordance with the
QPS.
(2) For flight engineer APDs, the
certificate holder’s approved academic
and job performance training for check
flight engineers, as required by
§§ 121.1381 and 121.1383.
(b) Evaluation:
(1) For pilot APDs, the APD must be
observed conducting a proficiency test
by an FAA aviation safety inspector.
The pilot undergoing the proficiency
test for this observation must be signed
off by the FAA aviation safety inspector
as the evaluator of record.
(2) For flight engineer APDs, to be
authorized to conduct proficiency tests,
the person must be observed conducting
a proficiency test in an FFS by an FAA
aviation safety inspector, and the flight
engineer undergoing the proficiency test
for this observation must be signed off
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by the FAA aviation safety inspector as
the evaluator of record.
(c) Approval:
(1) For pilot APDs, after completing
the requirements of paragraphs (a) and
(b) of this section, the pilot APD may be
issued an FAA certificate of designation
and certificate of authority under
§ 183.13(b) of this chapter to conduct
proficiency tests, proficiency checks or
line checks.
(2) For flight engineer APDs, after
completing the requirements of
paragraphs (a) and (b) of this section,
the flight engineer APD may be issued
an FAA letter of authorization and a
certificate of designation to conduct
proficiency tests.
(d) Recent experience:
(1) APDs must maintain recency as a
pilot or flight engineer as required by
§ 121.1229 or § 121.1231, as applicable.
(2) After a person has been an APD for
12 months, within the 12 months
preceding performing the duties of a
pilot or flight engineer APD, the APD
must:
(i) Have attended the standardization
meetings as required by § 121.1355(a)(2)
for each aircraft type in which the
person is authorized to conduct APD
duties; and
(ii) If the APD has met the
requirements of paragraph (d)(1) of this
section by completing § 121.1229(c) or
§ 121.1231(c), complete an FAA
approved line-observation program by
observing the certificate holder’s line
operations from the observer seat.
Flight Instructor Qualification
§ 121.1281 Instructor (Academic and Job
Performance): Training, evaluation, and
recent experience.
No certificate holder may use any
person, nor may any person serve, as an
instructor in a training program
established under this subpart, with
respect to the aircraft type involved,
unless the person has satisfied the
requirements of this section. Pilot and
flight engineer flight instructors who
have reached their 65th birthday or who
do not hold an appropriate medical
certificate may function as flight
instructors, but may not serve as
flightcrew members in operations under
this part.
(a) Training:
(1) Ground instructor (pilot or flight
engineer). Must complete training that
includes the following:
(i) Training policies and procedures.
(ii) Instructor duties, functions and
responsibilities.
(iii) The applicable regulations of this
chapter and the certificate holder’s
policies and procedures.
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(iv) Appropriate methods, procedures
and techniques for conducting academic
training.
(v) Evaluation of student performance.
(vi) Appropriate action in the case of
unsatisfactory performance.
(vii) The approved methods,
procedures and limitations for
instructing and evaluating in the
required normal, abnormal and
emergency procedures applicable to the
aircraft.
(viii) Curriculum review.
(2) Pilot flight instructor. Must satisfy
the requirements of § 121.1251 and
complete the following:
(i) The FAA-approved training
program for the certificate holder in the
appropriate category of academic and
job performance training for pilots, as
required by § 121.1365; and, when
applicable, the recurring academic and
job performance training for pilots, as
required by § 121.1367.
(ii) The part 119 certificate holder’s
approved academic training for pilot
flight instructors, as required by
§ 121.1377, and the part 119 certificate
holder’s job performance training for
pilot flight instructors, as required by
§ 121.1379.
(iii) The seat-dependent task training
from both seats, in accordance with the
QPS.
(3) Flight engineer flight instructor.
Must complete the following:
(i) The FAA-approved training
program for the certificate holder in the
appropriate category of academic and
job performance training for flight
engineers, as required by § 121.1365;
and, when applicable, the recurring
academic and job performance training
for flight engineers, as required by
§ 121.1367.
(ii) The part 119 certificate holder’s
approved academic training for flight
engineer flight instructors, as required
by § 121.1377, and the part 119
certificate holder’s job performance
training for flight engineer flight
instructors, as required by § 121.1379.
(4) Subject matter expert. A person
who is a subject matter expert with
specific technical knowledge on a
subject may be used to conduct
flightcrew member training in
accordance with § 121.1339.
(b) Evaluation:
(1) Pilot and flight engineer ground
instructors must be observed by an
accepted pilot or flight engineer ground
instructor, as appropriate, conducting a
representative number of academic
subjects.
(2) For pilot flight instructors, the
following observation checks:
(i) To be authorized to conduct flight
training:
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(A) The flight instructor must be
observed conducting flight training in
an FFS by a check pilot.
(B) The pilot undergoing the flight
training for this observation must be
signed off by the check pilot as the
instructor of record.
(ii) To be authorized to conduct
proficiency reviews:
(A) The flight instructor must be
observed conducting a proficiency
review by a check pilot.
(B) The pilot undergoing the
proficiency review for this observation
must be signed off by the check pilot as
the evaluator of record.
(3) For flight engineer flight
instructors, to be authorized to conduct
flight training:
(i) The flight instructor must be
observed conducting flight training in
an FFS by a check flight engineer; and
(ii) The flight engineer undergoing the
flight training for this observation must
be signed off by the check flight
engineer as the instructor of record.
(4) Pilot and flight engineer
instructors must be re-observed at least
once every 24 months:
(i) For ground instructors, by an
accepted pilot or flight engineer ground
instructor, as appropriate, conducting a
representative number of academic
subjects.
(ii) For flight instructors, by a check
pilot or check flight engineer, as
appropriate, conducting flight training
in an FFS.
(c) Acceptance of ground and flight
instructors: The certificate holder must
submit a list of all ground and flight
instructors including the activities each
would be authorized to perform, to the
FAA. These instructors must be
acceptable to the FAA.
(d) Recent experience:
(1) Flight instructors must maintain
recency as a pilot or flight engineer as
required by § 121.1229 or § 121.1231, as
applicable. If this recency is maintained
in accordance with § 121.1229(a)(1) or
§ 121.1231(a) through aircraft operations
other than line operations under this
part, or by completing § 121.1229(a)(2)
or § 121.1231(a)(2) in a qualified and
approved FFS, the flight instructor must
have observed the line operations of the
certificate holder in the airplane for
which the flight instructor is to perform
flight instruction duties. This
observation must be part of an FAAapproved line-observation program.
(2) After a person has been an
instructor for 12 months:
(i) The person may not serve as a pilot
or flight engineer ground instructor, as
appropriate, unless in the preceding 12
months the person has completed at
least 1 initial, transition, upgrade, or
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conversion ground school or at least six
recurrent ground school sessions. If the
person fails to conduct at least 1 initial,
transition, upgrade, or conversion
ground school or at least six recurrent
ground schools within the previous 12month period, that person may not serve
as a pilot or flight engineer ground
instructor, as appropriate, until the
person is observed by an accepted pilot
or flight engineer ground instructor, as
appropriate, conducting a representative
number of academic subjects.
(ii) The person may not serve as a
flight instructor unless in the preceding
12 months the person has completed at
least six instructor activities for the
certificate holder. The minimum of six
instructor activities must include at
least one LOFT and one FFS course of
instruction. If the person fails to
conduct at least six activities within the
previous 12-month period, that person
may not serve as a flight instructor until
the person is observed conducting a
LOFT or an FFS course of instruction by
a check pilot, or check flight engineer,
as appropriate. This observation will
allow the person to conduct LOFT or
the FFS course of instruction. During
this observation the check pilot, or
check flight engineer, as appropriate,
must be the instructor of record.
Flight Attendant Instructor
Qualification
§ 121.1291 Flight attendant instructor:
Qualification and training.
(a) Except as provided in paragraph
(b) of this section, no certificate holder
may use any person, nor may any
person serve, as a flight attendant
instructor in a training program
established under this subpart unless
that person meets the following
requirements:
(1) A person may provide instruction
only in those performance drills that the
person can perform at the time of
instruction.
(2) Within the past 12 months
completed initial or recurrent flight
attendant instructor training for the
certificate holder as follows:
(i) Training policies and procedures.
(ii) Instructor duties, functions and
responsibilities.
(iii) The applicable regulations of this
chapter and the certificate holder’s
policies and procedures.
(iv) Appropriate methods, procedures
and techniques for conducting academic
training to include performance drills.
(v) Evaluation of student performance.
(vi) Appropriate action in the case of
unsatisfactory performance.
(vii) The approved methods,
procedures and limitations for
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instructing and evaluating in the
required normal, abnormal and
emergency procedures applicable to the
aircraft.
(viii) Curriculum review, including
amendments to the certificate holders
approved training program.
(b) A person who is a subject matter
expert with specific technical
knowledge on a subject may be used to
conduct flight attendant training in
accordance with the Flight Attendant
QPS.
Flight Attendant
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1301 Flight attendant: Training and
evaluation.
No certificate holder may use any
person, nor may any person serve, as a
required flight attendant in operations
under this part unless that person has
completed the required curriculum for
that aircraft type and crewmember duty
position.
(a) A curriculum consists of the
programmed hours, including training
and evaluation, as specified in
§ 121.1335 and in the Flight Attendant
QPS, and the following curriculum
categories.
(1) New hire as prescribed in
§ 121.1363.
(2) Initial as prescribed in § 121.1369.
(3) Emergency as prescribed in
§ 121.1373.
(4) Differences as prescribed in
§ 121.1391.
(5) Transition as prescribed in
§ 121.1369 for flight attendants eligible
under § 121.1371.
(6) Recurrent as prescribed in
§ 121.1375, according to the schedule
prescribed in § 121.1303.
(7) Requalification, if necessary, as
prescribed in § 121.1309.
(8) Special, if necessary, as prescribed
in § 121.1337.
(b) Continuity of training. Within 120
days of beginning first time qualification
for the certificate holder, a person must
have completed the following
curriculum categories:
(1) New hire as prescribed in
§ 121.1363.
(2) Initial as prescribed in § 121.1369.
(3) Emergency as prescribed in
§ 121.1373.
(4) Aircraft Operating Experience on
at least one aircraft type as prescribed in
§ 121.1305.
(c) Failure to complete training within
120 days. If a person fails to complete
the requirements of paragraph (b) within
the 120 days, the person must repeat the
required training categories. No credit is
given for any of the training previously
completed if the entire curriculum is
not completed within 120 days.
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§ 121.1303 Flight attendant: Continuing
qualification.
No certificate holder may use any
person, nor may any person serve, as a
flight attendant unless the person has
completed the training required by
paragraph (a), (b), or (c) of this section
within the previous 12 months:
(a) New hire training, initial training,
transition training, emergency training,
and differences training, as applicable,
as described in § 121.1301(a)(1) through
(5).
(b) Recurrent training as required by
§ 121.1375.
(1) A flight attendant must complete
recurrent academic and job performance
training by the end of the eligibility
period. The eligibility period consists of
the base month, the month before the
base month and the month after the base
month.
(2) A flight attendant who has not
completed recurrent training by the end
of the base month may continue to serve
until the end of the eligibility period.
(c) Requalification training as
prescribed in § 121.1309.
(d) The eligibility period includes the
month before and the month following
the base month. The base month is one
of the following:
(1) The 12th month following the
month during which the person
completes new hire training, initial
training, transition training, emergency
training, and differences training, as
applicable, as described in
§ 121.1301(a)(1) through (5).
(2) The 12th month following the
month in which the person last
completed the recurrent training
authorized in § 121.1375.
(3) The month as prescribed in
§ 121.1309.
(e) Whenever a flight attendant who is
required to take recurrent training or
evaluation completes the training or
evaluation in the calendar month before
or after the calendar month in which
that training or evaluation is required,
he or she is considered to have
completed the training or evaluation in
the calendar month in which it was
required.
(f) A flight attendant who has not
completed recurrent training by the end
of the base month may continue to serve
until the end of the eligibility period.
However, if the recurrent training is not
completed during the eligibility period,
the person is unqualified for that flight
attendant duty position on the first day
of the month following the eligibility
period. The unqualified person may not
serve in that flight attendant duty
position until the person completes the
applicable phase of the requalification
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curriculum category as prescribed in
§ 121.1309.
§ 121.1305 Flight attendant: Aircraft
operating experience.
(a) No certificate holder may use any
person, nor may any person serve, as a
flight attendant, unless that person has
completed, for the certificate holder, the
aircraft operating experience required
by this section and the Flight Attendant
QPS.
(1) A qualifying flight attendant may
not begin aircraft operating experience
for a specific aircraft type until the
qualifying flight attendant has
completed initial training for the aircraft
type.
(2) A qualifying flight attendant
receiving aircraft operating experience
must perform the duties of a flight
attendant on at least two operating
cycles in the aircraft type under the
supervision of a check flight attendant.
(3) A qualifying flight attendant
receiving aircraft operating experience
must perform the assigned duties of a
flight attendant for a combined total of
at least 5 hours of aircraft operating
experience.
(4) A qualifying flight attendant must
complete aircraft operating experience
for the aircraft type on which the
qualifying flight attendant is to serve as
a flight attendant.
(5) A qualifying flight attendant
receiving aircraft operating experience
may not serve as a required
crewmember on that aircraft type.
(6) Aircraft operating experience must
be completed in passenger carrying
operations under this part or in proving
flights conducted under part 91 of this
chapter.
(b) Notwithstanding the requirements
of paragraph (a) of this section, within
180 days of completing the training
required by § 121.1301(a)(1) through (4),
flight attendants may serve as required
crewmembers on any aircraft type for
which they have not completed AOE
provided the following conditions are
met:
(1) The flight attendant must have met
the requirements of paragraph (a) of this
section for at least one type aircraft for
that certificate holder;
(2) When flight attendants serve as
required crewmembers on any type
aircraft for which they have not
accomplished AOE, they must be
supervised by a check flight attendant
for the first two operating cycles in that
aircraft type; and
(3) The supervised experience must
be completed in passenger carrying
operations under this part or in proving
flights conducted under part 91 of this
chapter.
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(c) While a check flight attendant is
conducting supervision, the following
requirements apply:
(1) A check flight attendant may not
supervise more than four persons on
any one operating cycle.
(2) Not more than two check flight
attendants may provide supervision on
any one operating cycle.
(3) The number of persons receiving
supervision on a particular aircraft may
not exceed twice the number of flight
attendants required by § 121.391 for that
aircraft.
(d) Flight attendants completing
transition training are not subject to the
aircraft operating experience
requirements of this section.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1309 Flight Attendant:
Requalification.
No certificate holder may use any
person, nor may any person serve, as a
flight attendant if that person has
become unqualified by failing to meet
the recurrent training requirements of
§ 121.1303(b). The requalification
requirements for each phase must be
completed before the end of the
applicable phase of requalification. To
be requalified the person must repeat
the training required by § 121.1301(a)(1)
through (a)(5), or satisfy one of the
following requirements:
(a) Phase I Requalification program. If
less than 24 months have elapsed since
the end of the person’s base month for
recurrent training, the person may be
requalified by completing the following:
(1) Complete the current recurrent
flight attendant training cycle. The base
month for recurrent training may be
changed.
(2) Receive training on tasks that were
missed and all policies, procedures, and
security requirements, applicable to
flight attendant duties that have been
updated, modified, or implemented
since the last time the flight attendant
completed recurrent.
(3) For flight attendants qualified in
extended overwater operations,
participate in a cabin preparation and
evacuation drill (ditching), if not part of
the current recurrent flight attendant
training cycle.
(b) Phase II Requalification program.
If 24 months or more have elapsed since
the end of the person’s base month for
recurrent training, the person may be
requalified by completing the
requirements of this paragraph. The
base month for recurrent may be
changed.
(1) New hire, initial, transition,
emergency, and differences curriculum
categories, as applicable, as described in
§ 121.1301.
(2) After satisfactorily completing
phase II requalification, one of the
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following conditions must be met for
the first two operating cycles:
(i) The flight attendant may not serve
as a required flight attendant; or
(ii) The flight attendant may serve as
a required flight attendant under the
supervision of a check flight attendant.
(3) For the purposes of phase II
requalification, the Administrator
determines the number of programmed
hours required for each curriculum
category listed in paragraph (b)(1) of this
section.
not serve as a check flight attendant
until the person is observed supervising
aircraft operating experience in the
aircraft type for at least one cycle by
another check flight attendant or an
FAA aviation safety inspector.
(e) Acceptance of check flight
attendants. The certificate holder must
maintain a current list of all check flight
attendants and submit that list to the
FAA. The check flight attendants must
be acceptable to the FAA.
Check Flight Attendant Qualification
§ 121.1323
cadre.
§ 121.1321 Check flight attendant:
Eligibility, approval, qualification, and
continuing qualification.
(a) Eligibility for training. To be
eligible for training as a check flight
attendant for an aircraft type, a person
must meet the following requirements:
(1) Have been qualified for at least 180
days and served in the previous 180
days on an aircraft as a flight attendant
for the part 119 certificate holder.
(2) Be current and qualified to serve
as a flight attendant on that aircraft type
for the part 119 certificate holder.
(b) Initial qualification. No certificate
holder may use any person, nor may any
person serve, as a check flight attendant
for the first time on the aircraft type,
unless the person meets the following
requirements for the part 119 certificate
holder:
(1) Continue to meet the requirements
of paragraph (a) of this section.
(2) Complete the check flight
attendant training requirements in
accordance with § 121.1381.
(3) Supervise operating experience for
at least one operating cycle on the
aircraft type under the observation of a
check flight attendant or an FAA
aviation safety inspector. The person
undergoing operating experience must
be signed off by the check flight
attendant or the FAA aviation safety
inspector conducting the observation.
(c) Continuing qualification. No
certificate holder may use a check flight
attendant, nor may any check flight
attendant serve as a check flight
attendant, unless the check flight
attendant meets the following
requirements for the part 119 certificate
holder:
(1) Within the preceding 12 months,
has completed recurrent check flight
attendant training in accordance with
§ 121.1381(c)(1) and (c)(3).
(2) Within the preceding 12 months,
has completed at least one operating
cycle as a flight attendant or check flight
attendant.
(d) Reestablishing recent experience.
If the requirements of paragraph (c)(2) of
this section are not met, the person may
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Check flight attendant: Initial
(a) A certificate holder may use a
person as a check flight attendant even
though the person does not meet the
experience requirements of § 121.1321 if
the person meets the initial cadre
requirements of this section. The FAA
will determine the period of initial
cadre status and may terminate initial
cadre status entirely or for an individual
check flight attendant, if necessary. In
no case will initial cadre status exceed
a period of 24 months.
(b) To be an initial cadre check flight
attendant for a part 119 certificate
holder, and to continue to serve in that
capacity for the authorized period, a
person must meet all of the following
requirements:
(1) Be employed by the part 119
certificate holder.
(2) Have served at least 3 years in the
past 6 years as a flight attendant in part
121 operations.
(3) Have completed the training as
specified in § 121.1301(a)(1) through (6),
as appropriate.
(4) Complete the check flight
attendant training requirements in
accordance with § 121.1381.
(5) Perform the duties of a check flight
attendant for the new part 119
certificate holder or a certificate holder
transitioning to a new aircraft type
under the observation of an FAA
aviation safety inspector. This
observation check can be conducted
during operations under this part or
during proving flights conducted under
part 91 of this chapter. When an
observed activity must be made part of
a training record, the people undergoing
the observed activities must be signed
off by the FAA aviation safety inspector
as the evaluator of record.
(c) If the certificate holder wants FAA
approval for a person to be an initial
cadre check flight attendant but that
person has not met the requirements of
§ 121.1305, he or she can satisfy those
requirements by meeting the following:
(1) Being observed by the FAA while
supervising other flight attendants,
while supervising other check flight
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attendants, or while performing the
duties of a flight attendant; and
(2) During operations conducted
under this part or during proving flights
conducted under part 91 of this chapter.
(d) Only employees of a part 142
certificate holder, part 119 certificate
holder, or the aircraft manufacturer may
administer the training and evaluation
activities for initial cadre check flight
attendants, in accordance with the
Flight Attendant QPS and as approved
by the FAA. In addition, current and
qualified check flight attendants for the
part 119 certificate holder that is adding
a new aircraft type do not need to meet
the observation requirements of
paragraph (c)(2) of this section for the
new aircraft type.
(e) Acceptance of initial cadre check
flight attendants: The certificate holder
must maintain a current list of all initial
cadre check flight attendants and submit
that list to the FAA. The initial cadre
check flight attendants must be
acceptable to the FAA.
General Training Program
Requirements
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1331
Training program: General.
(a) Each certificate holder must
establish and maintain a current
training program for each aircraft type
used. Each curriculum in a training
program must be kept current with
respect to any changes in the
requirements of this chapter or the
certificate holder’s policies and
operation pertinent to crewmember
duties. Each certificate holder must
obtain initial and final approval of its
training program, as specified in
§ 121.1337.
(b) The training program must contain
all of the following:
(1) The requirements of this subpart.
(2) The requirements of the
crewmember QPS, as applicable.
(3) The operating procedures for each
required task in the crewmember’s QPS.
These operating procedures are
contained in the information, duties,
and responsibilities of crewmembers
that are contained in the manual
required by § 121.134.
(4) For flightcrew members, the
procedures, limitations, and
performance information from the
Flightcrew Member Operating Manual
required by §§ 121.134 and 121.136.
(c) Each certificate holder is
responsible for ensuring that its
crewmembers are adequately trained
and crewmember training and
evaluation is conducted in accordance
with the certificate holder’s approved
training program.
(d) Persons other than employees of
the certificate holder may be trained by
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the certificate holder for the purpose of
instructing in the certificate holder’s
training program, conducting
evaluations in the certificate holder’s
training program, or conducting
evaluations of the certificate holder’s
training program.
(e) A certificate holder’s training
program must provide the following, as
applicable:
(1) Curriculums and curriculum
category requirements applicable for use
for the specific certificate holder as
required by this subpart and approved
by the Administrator.
(2) A sufficient number of academic
and job performance instructors, trained
and qualified in accordance with this
subpart, to provide the approved
training and evaluation.
(3) A sufficient number of check
pilots, check flight engineers and check
flight attendants, trained and qualified
in accordance with this subpart, to
complete the training and evaluations
required by this subpart.
(4) FSTD required by this subpart and
approved for use by the Principal
Operations Inspector responsible for
approving the certificate holder’s
training program. FSTD must be
available in sufficient quantity to
conduct the training program as
approved.
(5) Training equipment other than
flight simulation training devices in
accordance with § 121.1351. This
training equipment must be available in
sufficient quantity to conduct the
training program as approved.
(6) Adequate academic and job
performance training facilities.
(7) Current training materials,
examinations, forms, instructions, and
procedures for use in conducting the
training and evaluation required by this
part with respect to each aircraft type,
and if applicable, the particular
variations within that aircraft type.
(f) No certificate holder may use a
person as a crewmember, unless the
person responsible for instructing or
evaluating an academic training subject
or job performance training task or
environment, has certified in a manner
approved by the Administrator that the
crewmember is knowledgeable and
proficient in the specific subject, task, or
environment.
(1) The documentation required by
this paragraph (f) must be made a part
of the crewmember’s record required by
subpart V of this part.
(i) For flight attendants, the record
must show that the individual has
satisfactorily completed each of the
training categories in § 121.1301, as
appropriate.
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(ii) For flightcrew members, the
record must show if the individual
satisfactorily or unsatisfactorily
completed each of the training
categories in § 121.1221, as appropriate.
In addition, the record must show if the
individual satisfactorily or
unsatisfactorily completed each of the
proficiency tests, proficiency checks, or
proficiency reviews required by this
part. Records of unsatisfactory results
must include the specific items for
which performance was unsatisfactory.
(2) When the record of certification
required by this paragraph (f) is made by
an entry in a computerized
recordkeeping system, the identity of
the certifying instructor, check pilot,
check flight engineer, or check flight
attendant must be recorded, and the
record of the certification must be
completed by a means approved by the
Administrator.
§ 121.1333 Training program: General
curriculum requirements.
(a) Each certificate holder must
establish and maintain a current written
training program curriculum for each
aircraft type operated by that certificate
holder under this part. Curriculums
must be available for each crewmember
position required for that aircraft type.
Each curriculum must include
curriculum categories containing the
appropriate subjects, tasks, and
environments required by this subpart
and the appropriate QPS.
(b) Each training program curriculum
must provide training and evaluation as
necessary to ensure that each
crewmember:
(1) Has demonstrated proficiency with
respect to each aircraft type,
crewmember position, and type of
operation in which the crewmember
serves.
(2) Has demonstrated proficiency in
the duties and responsibilities for the
aircraft type that are contained in the
manual required by § 121.134 as
outlined in § 121.136.
(3) Has demonstrated that they are
knowledgeable in the current operating
limitations, procedures, loading, and
performance sections of the current
Flight Crew Operating Manual.
(4) Qualifies in new equipment,
facilities, procedures, and techniques,
including modifications to aircraft.
Pilots must also qualify in designated
special airports and navigation routes
and areas as required by § 121.1235.
(5) Has demonstrated understanding
of the nature and effects of safety
hazards, and for flightcrew members,
periodic weather extremes and their
effect on operations.
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(6) Has demonstrated, through
knowledge and application, through all
phases of flight, crew resource
management skills identified in the
QPS.
(c) Each curriculum category must
include all of the following:
(1) A list of academic training and
evaluation including the subjects that
are provided.
(2) A list of all job performance
training and evaluation including the
tasks and environments. The list must
include the level(s) of FSTD in which
each job performance task must be
performed and in which each
environment may be encountered,
unless the certificate holder has been
granted a deviation from the FSTD
requirements of this subpart in
accordance with § 121.1345.
(3) Detailed descriptions or pictorial
displays of the approved standard
operating procedures, abnormal
procedures, non-normal procedures,
and emergency procedures that will be
performed during job performance
training and evaluation. For a certificate
holder that has been granted a deviation
under § 121.1345, detailed descriptions
or pictorial displays of the approved
normal, abnormal, and emergency
maneuvers, procedures, and functions
that will be performed during each job
performance training or during each
proficiency test, check, or review,
indicating those maneuvers, procedures
and functions that are to be performed
during job performance training and
during each proficiency test, check, or
review.
(4) An outline of each curriculum
category that includes academic and job
performance training and evaluation by
subject, task, and environment, as
applicable.
(5) Differences that relate to the
variations of a particular aircraft type to
be included in all academic and
relevant job performance training for
purposes of training and evaluation.
(6) A list of all the FSTD, and other
training and evaluation equipment that
the certificate holder will use, including
approval for particular tasks or
functions.
(7) The approved programmed hours
for each curriculum category.
(8) A copy of each statement issued by
the Administrator under § 121.1335(c)
for reduction of baseline programmed
hours.
§ 121.1335 Training program: Curriculum
category programmed hours.
(a) Each certificate holder’s training
program submitted for initial approval
under this subpart must have at least the
programmed baseline hours of training
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as specified in the applicable
crewmember QPS. Training
programmed hours include training and
evaluation.
(1) Academic training hours must be
in a classroom provided by the
certificate holder unless otherwise
approved by the Administrator.
Proposals for a training environment
other than a classroom provided by the
certificate holder must be accompanied
by a plan for assessing the knowledge
and cognitive skill requirements to be
supported by the proposed alternative
environment, and for providing the
testing of each student to ensure the
knowledge and skill requirements are
met.
(2) Programmed hours for flightcrew
member job performance training are for
FSTD lessons for a specific duty
position in a curriculum category.
(3) Programmed hours for flight
attendant job performance training must
be completed in an environment that
complies with the requirements of the
Flight Attendant QPS.
(b) The certificate holder must have
programmed hours approved by the
Principal Operations Inspector. A
certificate holder may apply for a
reduction of training programmed hours
based on the factors outlined in
§ 121.1337(g). The Administrator will
not approve a reduction of programmed
hours below the minimum hours set
forth in the applicable crewmember
QPS.
(c) If approval of a reduction in
training programmed hours is granted,
the Administrator provides the
certificate holder with a statement of the
basis for the approval.
(d) The Administrator may grant a
deviation to certificate holders
described in § 135.3(b) and (c) of this
chapter to allow reduced programmed
hours of academic training if the
Administrator determines that a
reduction is warranted based on the
certificate holder’s operations and the
complexity of the make, model, and
series of the aircraft used.
(e) The certificate holder must have
the required programmed hours
approved by the Principal Operations
Inspector for initial, transition, and
recurrent academic training and
evaluation for flight instructors, check
pilots, check flight engineers, check
flight attendants, flight attendant
instructors, and persons authorized to
conduct flight attendant proficiency
checks.
§ 121.1337 Training program: Approval
and amendment process.
(a) Each training program described in
this subpart must be approved by the
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Administrator. To obtain initial or final
approval of a training program, each
certificate holder must provide the
Administrator the following information
in a form acceptable to the
Administrator:
(1) An outline of the proposed
program, including an outline of the
proposed curriculum required in
§ 121.1333 for a preliminary evaluation
of the proposed training program.
(2) Curriculums and curriculum
categories applicable for use by the
certificate holder as required by this
subpart.
(3) A list of the FSTD that are to be
used in the training program.
(4) A list of training equipment, other
than FSTD, that is to be used in the
training program.
(5) A description of the academic and
job performance training facilities.
(6) A synopsis of the materials,
examinations, forms, instructions, and
procedures to be used for the training
and evaluation required by this subpart
with respect to each aircraft type, and if
applicable, the particular variations
within that aircraft type. Upon request,
the certificate holder must make the
items required in this paragraph
available to the FAA for review.
(7) If training is to be conducted by
persons other than the part 119
certificate holder’s employees, a
statement that training will be provided
by persons other than the part 119
certificate holder’s employees in
accordance with § 121.1339.
(8) The continuous analysis process
established in accordance with
§ 121.1355.
(9) Additional relevant information
requested by the Administrator.
(b) To request a revision to an
approved training program, each
certificate holder must provide the
Administrator the relevant information
in paragraph (a) of this section that has
not already been provided to the
Administrator. The information must be
in a form acceptable to the
Administrator.
(c) If the proposed training program or
proposed revision complies with this
subpart, the Administrator grants initial
approval in writing, after which the
certificate holder may conduct the
training and evaluation in accordance
with that program. The Administrator
then evaluates the effectiveness of the
initially approved training program and
advises the certificate holder of any
deficiencies that must be corrected.
(d) A revision to an approved training
program may be proposed as a special
curriculum category that reflects
changes to the certificate holder’s
operation, or as a differences curriculum
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category that reflects differences in
configuration within an aircraft type.
(1) The proposed special curriculum
category will include training and
evaluation. This training and evaluation
will be initially approved and
evaluated. Upon satisfactory evaluation,
the special curriculum category will
receive final approval and be integrated
into the existing curriculum categories,
if appropriate. If integrated, it will no
longer be called a special curriculum
category, but will be part of the
approved training program. The
Principal Operations Inspector will
determine if the number of submitted
programmed hours is sufficient.
(2) The proposed differences
curriculum category will include
training and evaluation. This training
and evaluation will be initially
approved, evaluated and, upon
satisfactory evaluation, added to the
previously approved differences
curriculum category. The Principal
Operations Inspector will determine if
the number of submitted programmed
hours is sufficient.
(e) The Administrator grants final
approval of a training program if the
certificate holder shows that the training
and evaluation conducted under the
initial approval obtained under
paragraph (c) of this section ensures that
each person who completes the training
and evaluation is adequately trained to
perform his or her assigned duties.
(f) The Administrator may require
revisions to an approved training
program anytime the FAA finds that
revisions are necessary in the interest of
safety or security. If the FAA finds that
revisions are necessary for the
continued adequacy of a training
program that has been granted initial or
final approval, the certificate holder
must, after notification by the FAA,
make all changes in the program that the
FAA finds necessary.
(1) Within 30 days after the certificate
holder receives a notice to revise the
program, it may file a petition with the
Director of Flight Standards to
reconsider the notice. The filing of a
petition to reconsider stays the notice
pending a decision by the Director of
Flight Standards.
(2) If the FAA finds that there is an
emergency that requires immediate
action in the interest of safety or
security, the FAA may, upon a
statement of the reasons, require a
change effective without stay.
(g) The Administrator considers the
following factors in approving revisions
or requiring revisions to a training
program:
(1) The pass and fail rate in the
curriculum under consideration.
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(2) The quality and effectiveness of
the teaching-learning process (e.g.,
quality of instructors, training
equipment, methods, and procedures
listed in the certificate holder’s
curriculum required by § 121.1333).
(3) The experience levels of the
student population.
(4) The experience levels of the
instructors and check persons.
(5) The type and scope of operations
conducted by the certificate holder.
(6) The complexity of make, model,
and series of aircraft used.
§ 121.1339 Training program: Contract
training requirements.
Only another part 119 certificate
holder or a training center certificated
under part 142 of this chapter may
provide training or evaluation as
allowed by this subpart under contract
or other arrangement when the
following requirements are met:
(a) The curriculum, curriculum
categories, programmed hours, manuals,
and checklists are approved by the FAA
for the part 119 certificate holder.
(b) The facilities, personnel, FSTD,
other training equipment, and
courseware meet the applicable
requirements of this subpart.
(c) Flightcrew members. The
instructors and check persons selected
by the part 119 certificate holder must,
in addition to meeting the requirements
of § 121.1253 or § 121.1281, as
appropriate, must be eligible and
qualified under this subpart for the
specific instruction or evaluation
requested by the certificate holder, and
must meet one of the following criteria:
(1) For another part 119 certificate
holder, be an authorized instructor,
check airman, or APD for that part 119
certificate holder; or
(2) For a part 142 training center, be
a flight instructor authorized to conduct
training for that training center, or be a
check airman authorized to conduct
evaluations for that training center, in
accordance with the part 119 Certificate
Holder’s FAA-approved training
program. In addition, when the
evaluation requires or provides for the
issuance of airline transport pilot
certificate or an appropriate type rating,
the person conducting the evaluation
must be authorized to conduct the
ATPC practical test or the type rating
practical test for that training center in
accordance with § 61.157 of this
chapter, where both authorizations may
be exercised simultaneously.
(d) The use of subject matter experts.
(1) Flightcrew members: Under
§ 121.1281, a subject matter expert, with
specific technical knowledge on a
subject, may be used to conduct training
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29421
on specific tasks, however, a qualified
instructor must be present during the
training.
(2) Flight attendants: Under
§ 121.1291, a subject matter expert, with
specific technical knowledge on a
subject, may be used to conduct training
on specific tasks, in accordance with the
following:
(i) Except as provided in paragraph
(d)(2)(ii) of this section, when flight
attendant training is provided by a
subject matter expert, a qualified flight
attendant instructor must be present.
(ii) Subject matter experts may
provide flight attendant training on the
following specific tasks without a
qualified flight attendant instructor
present:
(A) Firefighting and firefighting
equipment.
(B) Emergency medical events and
emergency medical equipment.
(C) Hazardous materials recognition.
§ 121.1341 Training program: Individuals
administering training or evaluation and
unauthorized use of equipment and
facilities in training programs.
(a) No certificate holder may use a
person to administer, nor may any
person administer, training, evaluation,
or operating experience, except:
(1) In accordance with this section; or
(2) If applicable, as provided in the
initial cadre requirements of
§§ 121.1257 and 121.1323.
(b) Persons who administer training or
evaluation must be knowledgeable in
the facilities, equipment, and
procedures, as appropriate.
(c) Persons who administer training or
evaluation must use only the equipment
and the facilities that are specifically
approved for the certificate holder’s
training program.
(d) Training and evaluation is not
successfully completed, even if the
individual successfully completed the
activity, when the certificate holder
does one of the following:
(1) Uses facilities, equipment, and
materials that are not specifically
approved for that activity as part of the
certificate holder’s approved training
program.
(2) Uses persons who are not
authorized to administer the activity as
specified in the applicable crewmember
QPS or who do not meet the
requirements of this subpart.
§ 121.1343 Training program: Academic
evaluation.
(a) The certificate holder must
establish a method to develop written,
oral, or electronic tests of the knowledge
obtained during academic training that
is approved by the Administrator as part
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of the approved training program. The
training program must include
development and maintenance of the
academic evaluation, methods to
establish the validity of the academic
evaluation, required student
remediation, and adjustment of
instruction when required.
(b) The QPS provides job tasks and
related areas of required instruction.
Each area of instruction is provided
with subjects that must be trained and
evaluated. An academic evaluation must
include the minimum number of
questions indicated in the QPS for each
subject. Students must achieve a
performance of 80% in each area of
instruction.
(1) Student performance is at least
80%. Student performance of at least
80% in an area of instruction must be
corrected to 100%. This correction must
include a discussion of the correct
answer and why the person’s original
answer was incorrect. Re-evaluation is
not required.
(2) Student performance below 80%.
Student performance below 80% in an
area of instruction must be corrected to
100%. This correction must include a
discussion of the correct answer and
why the person’s original answer was
incorrect. Upon completion of this
correction, the person must be reevaluated.
(c) A test question repository must be
developed to include a minimum
number of questions for each subject, as
required by the QPS.
(d) The certificate holder must use the
repository to create tests that allow
random selection of questions from
which alternative tests will be created.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1345 Training program: Mandatory
use of flight simulation training devices.
(a) Mandatory use of FSTDs in
Training Program. All flight training
and evaluation must be completed in
FSTD, approved by the Administrator,
in accordance with the applicable Pilot
or Flight Engineer QPS. Except as
provided in paragraph (b) of this
section, no credit will be given in the
QPS for training and evaluation
conducted in an aircraft.
(1) Each FSTD used in an approved
training program required under this
part must be evaluated, qualified, and
maintained in accordance with part 60
of this chapter and approved by the
Administrator for training or evaluating
tasks required by the applicable QPS.
(2) The qualification level of the FSTD
required to be used by an applicant to
demonstrate flightcrew member task
proficiency is specified in the
applicable QPS.
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(3) The level of FSTD that may be
used for initial training and evaluation
is dependent on the pilot’s experience
requirements as specified in the Pilot
QPS.
(b) Deviation from use of FSTD.
(1) A certificate holder may request a
deviation from paragraph (a) of this
section to conduct training and
evaluation activities in an aircraft only
if one of the following applies:
(i) The certificate holder has an
approved program or has submitted a
training program for review and
approval prior to [date 120 days after
publication of final rule]. The certificate
holder must request the deviation no
later than [date 40 months after the
publication date of the final rule].
(ii) The certificate holder requests the
deviation as part of a request for
approval of an initial cadre program. If
approved, the deviation will become
effective at the same time as the initial
cadre program.
(2) Deviation requests must be
submitted to the FAA for review and
approval, and must include:
(i) The number of FSTD training
hours the certificate holder’s flightcrew
members would need to meet the
training requirements in this part.
(ii) An FSTD availability assessment,
including hours by specific FSTD and
location of the FSTD.
(iii) An FSTD shortfall analysis that
includes the tasks and environments
that cannot be completed in an FSTD
qualified at the level specified in the
applicable QPS.
(iv) Proposed alternative means to
address the shortfall in task training and
evaluation. The requester must identify
the tasks that can be completed in an
FSTD qualified at a lower level than that
specified in the applicable QPS or can
be completed in the aircraft.
(v) An alternative training program for
using the aircraft instead of an FSTD or
using an aircraft in combination with an
FSTD, including methods of achieving
an acceptable level of safety.
(3) A certificate holder may request an
extension of a deviation issued under
this section.
(4) Deviations or extensions to
deviations will be issued for a period
not to exceed 12 months.
§ 121.1349 Training program: Limitations
on the use of flight simulation training
devices.
(a) An FSTD may not be used for
credit for the following:
(1) The pilot in command line check
required by § 121.1233.
(2) Exterior preflight checks.
(3) The pilot and flight engineer
operating experience required by
§ 121.1225.
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(4) Consolidation required by
§ 121.1227.
(b) To receive credit for training and
evaluation of required tasks and LOFT,
the flightcrew member must complete
these activities in FSTD that are
approved for those tasks and LOFT as
part of the certificate holder’s training
program.
§ 121.1351 Training program: Training
equipment other than flight simulation
training devices.
Training equipment, other than FSTD
qualified under part 60 of this chapter,
used in an approved training program
required under this part must be
approved and used in accordance with
the following:
(a) The FAA must approve training
equipment used to functionally
replicate aircraft equipment for the
certificate holder and the crewmember
duty or procedure involved.
(b) The certificate holder must
demonstrate that the training equipment
meets all of the following:
(1) The form, fit, function, and weight,
as appropriate, of the equipment
(2) Normal operation (and abnormal
and emergency operation, if
appropriate) including the following:
(i) The required force, actions and
travel of the equipment.
(ii) Variations in equipment operated
by the certificate holder, if applicable.
(3) Operation of the equipment under
adverse conditions, if appropriate.
(c) Training equipment must be
modified to ensure that it maintains the
performance and function of the aircraft
type or aircraft equipment replicated.
(d) All training equipment must have
a method of documenting discrepancies
in close proximity. The documenting
system must be readily available for
review by each instructor or check
person prior to conducting training or
evaluation with that equipment.
(1) Each instructor or check person
conducting training or evaluation, and
each person conducting an inspection of
the equipment who discovers a
discrepancy, including any missing,
malfunctioning, or inoperative
components, must write or cause to be
written a description of that discrepancy
into the documenting system at the end
of the inspection or the training session.
(2) All corrections to discrepancies
must be recorded when the corrections
are made, and the dates of the
discrepancies and corrections must be
recorded.
(3) A record of a discrepancy must be
maintained for at least 60 days.
(e) No person may use, allow the use
of, or offer the use of training equipment
with a missing, malfunctioning, or
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inoperative component to meet the
crewmember training or evaluation
requirements of this chapter for tasks
that require the use of the correctly
operating component.
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§ 121.1353 Training program: Line
Oriented Flight Training (LOFT), and Full
Flight Simulator (FFS) Course of
Instruction.
(a) Line Oriented Flight Training
(LOFT). LOFT must meet the following
requirements:
(1) LOFT must be administered by a
pilot flight instructor, a check pilot
qualified in accordance with this
subpart, or an APD. A flight engineer
flight instructor or a check flight
engineer may assist the pilot flight
instructor, check pilot, or APD.
(2) LOFT must be accomplished in an
FFS that has the qualification level
specified in the applicable QPS.
(3) LOFT must include flight training
as described in the appropriate QPS.
Each LOFT must include the following:
(i) At least two operating cycles
representative of the certificate holder’s
operation.
(ii) A pilot flying cycle and a pilot
monitoring cycle for each qualifying
pilot.
(iii) Normal line operations.
(iv) Abnormal, non-normal, or
emergency flight operations.
(4) Except as authorized in
§ 121.1221(e), LOFT must be conducted
with a complete flight crew as described
in § 121.1221(d).
(5) LOFT must be conducted as a line
operation with minimal interruption
during the session.
(6) Any person serving in a flightcrew
member position during a LOFT who
does not perform satisfactorily may not
serve as a required crewmember in
operations under this part without
receiving training to correct the
deficiencies and demonstrating that the
deficiencies have been corrected.
Corrections of performance deficiencies
that require demonstration must be
completed during the LOFT. Corrections
of other deficiencies related to
understanding of procedures may be
completed during the post-flight
debriefing of the flightcrew, as
appropriate.
(b) FFS Course of instruction.
(1) An FFS course of instruction must
be administered by a pilot flight
instructor, a check pilot, or an APD
qualified in accordance with this
subpart. A flight engineer flight
instructor or a check flight engineer may
assist the pilot flight instructor, check
pilot, or APD.
(2) An FFS course of instruction must
be accomplished in an FFS that is
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qualified in accordance with part 60 of
this chapter and that has the
qualification level specified in the
applicable QPS.
(3) The FFS course of instruction
must include flight training as described
in the applicable QPS .
(4) Except as authorized in
§ 121.1221(e), FFS course of instruction
must be conducted with a complete
flight crew as described in
§ 121.1221(d).
(5) Any person serving in a flightcrew
member position during an FFS course
of instruction who does not perform
satisfactorily may not serve as a
required crewmember in operations
under this part without receiving
training to correct the deficiencies and
demonstrating that the deficiencies have
been corrected. Corrections of
performance deficiencies that require
demonstration must be completed
during the FFS course of instruction.
Corrections of other deficiencies related
to understanding of procedures may be
completed during the post-flight
debriefing of the flightcrew, as
appropriate.
§ 121.1355 Training program: Continuous
analysis process.
(a) Each certificate holder must
develop and submit to the FAA for
approval a program that provides for the
continuous monitoring and regular
analysis of the performance and
effectiveness of its training program(s)
and operation that will:
(1) Ensure that each training program
and the standards of qualification for
each duty position are documented;
(2) Provide for the review of training
program content, application, and
results through at least two
standardization meetings annually for
those persons required to attend such
meetings in accordance with
§§ 121.1251 and 121.1271;
(3) Ensure the persons completing the
training program(s) are competent and
qualified to perform the duties for
which they have been trained;
(4) Provide for the regular analysis of
crewmember performance on
proficiency tests and checks to identify
and correct any deficiencies in either
crewmember performance or operation
of the training program(s). Additionally,
for flightcrew members provide for the
regular analysis of flightcrew member
performance in LOFTs and FFS courses
of instruction to identify and correct any
deficiencies in either flightcrew member
performance or operation of the training
program(s).
(5) Provide for the monitoring of
persons having completed remedial
training or re-evaluation due to the
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failure of a proficiency test or check or
unsatisfactory performance during a
LOFT or FFS course of instruction, as
appropriate; and
(6) Provide a means for changing or
updating the program(s) as changes are
required.
(b) The monitoring conducted under
paragraph (a)(5) of this section must
continue until the crewmember
satisfactorily completes the next
recurrent training session to ensure the
crewmember’s competent performance
during this period.
Curriculum Category Requirements
§ 121.1363 Curriculum category
requirements: Crewmember new hire.
(a) Each training program must
include new hire training for all of the
following individuals:
(1) Each person who is qualifying for
the first time as a crewmember for the
certificate holder.
(2) Each person who is required to
complete flight attendant phase II
requalification in accordance with
§ 121.1309(b) and the Flight Attendant
QPS.
(b) The content of the new hire
curriculum category must include the
following:
(1) The subjects listed in the Pilot
QPS that are representative of the
certificate holder’s operations, and
approved by the POI as such;
(2) The subjects listed in the flight
engineer QPS that are representative of
the certificate holder’s operations, and
approved by the POI as such;
(3) The subjects listed in the Flight
Attendant QPS that are representative of
the certificate holder’s operations, and
approved by the POI as such.
(4) An academic evaluation of the
new hire subjects identified in
paragraph (b) of this section.
§ 121.1365 Curriculum category
requirements: Pilot and flight engineer
initial, conversion, transition, and upgrade,
academic and job performance training.
(a) Academic training. Initial,
conversion, transition, and upgrade
academic training for flightcrew
member must include training in the
subjects specified in the Pilot and Flight
Engineer QPS that are representative of
the certificate holder’s operations and
the flightcrew member’s assigned
duties.
(b) Job performance training. Initial,
conversion, transition, and upgrade job
performance training for pilots and
flight engineers must include all of the
following:
(1) Training and evaluation in the
tasks and environments set forth in the
Pilot and Flight Engineer QPS that are
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representative of the certificate holder’s
operation and the pilot and flight
engineer’s assigned duties. Following
training, the pilot or flight engineer
must complete an evaluation by
demonstrating the knowledge and skills
required for the aircraft type and duty
position. The evaluation must be
accomplished by a proficiency test that
also may be used for airman
certification or type rating. This
proficiency test must be conducted by a
check pilot, a check flight engineer, a
pilot APD, or a flight engineer APD who
is qualified to conduct the test who is
an employee of the certificate holder or
by a TCE employed by a part 142
certificate holder, who has been
authorized to conduct the test by the
FAA.
(2) Qualification LOFT is conducted
after a person completes the proficiency
test at the end of initial, conversion,
transition, or upgrade training.
Qualification LOFT must meet the
requirements of § 121.1353.
(c) A pilot or flight engineer is
qualified after completing the
proficiency test prescribed in paragraph
(b)(1) of this section and the
Qualification LOFT.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1367 Curriculum category
requirements: Pilot and flight engineer
recurrent academic, recurrent job
performance, and recurrent aircraft
emergency equipment training and
evaluation.
(a) Recurrent training and evaluation
is required every 9 months following
completion of the training and
evaluation set forth in § 121.1365 for
initial qualification, and must consist of
the following:
(b) Recurrent academic training and
evaluation, to include:
(1) Training in the subjects and tasks
listed in the Pilot and Flight Engineer
QPS that are representative of the
certificate holder’s operations and the
pilot and flight engineer’s assigned
duties, for the recurrent curriculum
category for the aircraft in which the
pilot or flight engineer is currently
serving.
(2) Evaluation must include a
knowledge and comprehension
assessment of the flightcrew member’s
knowledge of the subjects in which
training has occurred.
(c) Job performance training and
evaluation. During each 9-month
recurrent cycle, the cycle must include:
(1) Two FFS job performance sessions
of at least four hours each for pilots, and
at least 2 hours each for flight engineers
at the intervals specified in the Pilot and
Flight Engineer QPS that are
representative of the certificate holder’s
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operations and the pilot and flight
engineer’s assigned duties.
(2) During the first 9-month recurrent
cycle following the proficiency test
required by § 121.1365(b)(1) for initial
training, the recurrent cycle must
include a LOFT and an evaluation.
(3) Recurrent evaluation is required to
be conducted during every other 9
month recurrent cycle. A certificate
holder may elect to conduct an
evaluation during every 9 month
recurrent cycle.
(4) In those 9-month recurrent cycles
where evaluation is not conducted, the
cycle must include a LOFT and an FFS
course of instruction.
§ 121.1369 Curriculum category
requirements: Flight attendant initial and
transition training.
Initial and transition training for flight
attendants must include all of the
following:
(a) Academic and job performance
training in the subjects and tasks
specified in the Flight Attendant QPS.
(b) A test of the flight attendant’s
knowledge with respect to the aircraft
and crewmember duty position.
(c) Practice in the performance of
specific tasks in accordance with the
Flight Attendant QPS to determine
ability to perform assigned duties and
responsibilities for each aircraft type on
which the flight attendant is to serve.
§ 121.1371 Curriculum category
requirements: Flight attendant eligibility for
transition training.
No person is eligible for flight
attendant transition training unless that
person has been qualified for at least
180 days and served in the previous 180
days on an aircraft as a flight attendant
for that certificate holder.
§ 121.1373 Curriculum category
requirements: Flight attendant emergency
training.
Each emergency training program
must include the following:
(a) The emergency training
requirements as specified in the Flight
Attendant QPS with respect to each
aircraft type, model, and configuration,
and each kind of operation conducted
by the certificate holder.
(b) A test of the flight attendant’s
knowledge with respect to the aircraft
type and crewmember duty position
involved.
(c) Completion of proficiency tests to
determine the flight attendant’s ability
to perform assigned duties and
responsibilities for each aircraft type on
which the flight attendant is to serve.
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§ 121.1375 Curriculum category
requirements: Flight attendant recurrent
training.
Recurrent training for flight
attendants must include the following:
(a) Training in the subjects and tasks
specified in the Flight Attendant QPS.
(b) A test of the flight attendant’s
knowledge with respect to the aircraft
type and crewmember duty position
involved.
(c) Completion of proficiency tests in
accordance with the Flight Attendant
QPS to determine the flight attendant’s
ability to perform assigned duties and
responsibilities for each aircraft type on
which the flight attendant is to serve.
§ 121.1377 Curriculum category
requirements: Flight instructor initial,
transition, and recurrent academic training.
(a) Initial flight instructor academic
training. At least a 4-hour block of
instruction that includes the following:
(1) Training policies and procedures.
(2) Flight instructor duties, functions,
and responsibilities.
(3) Appropriate provisions of the
regulations of this chapter and the
certificate holder’s policies and
procedures.
(4) The appropriate methods,
procedures, and techniques for
conducting flight instruction.
(5) Proper evaluation of student
performance including the detection of
the following:
(i) Improper or insufficient training.
(ii) Student behaviors that could
adversely affect safety.
(6) The corrective action in the case
of unsatisfactory training progress.
(7) The approved methods,
procedures, and limitations for
instructing in the required standard
operating procedures, abnormal
procedures, non-normal procedures,
and emergency procedures applicable to
the aircraft.
(8) Except for holders of a flight
instructor certificate, the following:
(i) The fundamental principles of the
teaching-learning process.
(ii) Teaching methods and
procedures.
(iii) The instructor-student
relationship.
(9) Use of FSTD for training and
evaluation.
(i) Operation of FSTD controls.
(ii) FSTD limitations.
(iii) Minimum FSTD equipment
required for each task and environment.
(b) Transition flight instructor
academic training. Transition academic
training for flight instructors must
include the approved methods,
procedures, and limitations for
instructing in the required standard
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operating procedures, abnormal
procedures, non-normal procedures,
and emergency procedures applicable to
the aircraft to which the flight instructor
is transitioning.
(c) Recurrent flight instructor
academic training. The recurrent flight
instructor academic training must be at
least a 4-hour block of instruction
completed every 18 months and must
include the following:
(1) The subjects required in paragraph
(a) of this section.
(2) FSTD operations, limitations, and
minimum required equipment.
(3) Changes in crewmember
qualification curriculums.
§ 121.1379 Curriculum category
requirements: Flight instructor initial and
transition job performance training.
Initial and transition job performance
training for flight instructors must
include training to ensure competence
in conducting flight instruction as
required by this part and the applicable
QPS.
(a) For pilot flight instructors, the
methods for conducting the required
training from either pilot seat and the
instructor’s operating station (IOS), as
well as the operation of the FSTD from
the IOS or either pilot seat if the FSTD
is so equipped.
(b) For flight engineer flight
instructors, the methods for conducting
the required training from the IOS, as
well as the operation of the FSTD from
the IOS.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1381 Curriculum category
requirements: Check pilot, check flight
engineer, or check flight attendant initial,
transition, and recurrent academic training.
(a) The initial academic training for
check pilots, check flight engineers, or
check flight attendants must include the
following:
(1) Evaluation policies and
procedures.
(2) Check pilot, check flight engineer,
or check flight attendant duties,
functions, and responsibilities, as
applicable.
(3) The applicable regulations of this
chapter and the certificate holder’s
policies and procedures.
(4) The appropriate methods,
procedures, and techniques for
conducting the required evaluations.
(5) Proper evaluation of student
performance including the detection of:
(i) Improper or insufficient training;
and
(ii) Student behaviors that could
adversely affect safety.
(6) The appropriate action in the case
of unsatisfactory performance.
(7) The approved methods,
procedures, and limitations for
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performing the required standard
operating procedures, abnormal
procedures, non-normal procedures,
and emergency procedures applicable to
the aircraft type.
(8) FSTD and other training
equipment, as applicable, operations,
limitations, and minimum equipment
required for tasks and environments.
(b) The transition academic training
for check pilots, check flight engineers,
or check flight attendants must include
approved methods, procedures, and
limitations for performing the required
standard operating procedures,
abnormal procedures, non-normal
procedures, and emergency procedures
applicable to the aircraft type to which
the check person is transitioning.
(c) The recurrent academic training
for check pilots and check flight
engineers must be completed every 18
months. The recurrent academic
training for check flight attendants must
be completed every 12 months. The
recurrent academic training for check
pilots, check flight engineers, and check
flight attendants must include the
following:
(1) The subjects required in paragraph
(a) of this section, as applicable.
(2) The operation of, limitations of,
and minimum equipment required for
tasks and environments for FSTD and
other training equipment use.
(3) Changes in crewmember
qualification curriculums.
§ 121.1383 Curriculum category
requirements: Check pilot and check flight
engineer initial, transition, and recurrent job
performance training.
(a) Initial and transition job
performance training for check pilots
and check flight engineers must include
the following:
(1) Training to ensure competence in
conducting job performance evaluation
in each of the tasks specified in the
applicable QPS.
(2) Each check pilot authorized to
conduct training or evaluations in an
FSTD must have completed the
following:
(i) The requirements for qualification
and training for flight instructors
described in § 121.1379(a).
(ii) Training on the methods for
conducting required evaluations in an
FSTD, including conducting the
evaluation from either pilot seat and
from the IOS, as well as operation of the
FSTD from the IOS or either pilot seat
if the FSTD is so equipped.
(3) Check pilots authorized to conduct
operating experience or line checks,
must do the following in an FSTD:
(i) Learn the safety measures to be
taken from either pilot seat for
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emergency situations that are likely to
develop during flight operations.
(ii) Learn the potential consequences
of improper, untimely or unexecuted
safety measures during flight operations.
(iii) Complete the seat dependent task
training described in the QPS.
(4) Each check flight engineer must
have been trained on the methods for
conducting the flight engineer
evaluation described in paragraph (a) of
this section in an FSTD from either the
IOS or a flight engineer operating station
if the FSTD is so equipped.
(b) Recurrent job performance training
for check pilots and check flight
engineers must be accomplished every
18 months in conjunction with the
recurrent academic training described in
§ 121.1381, and must include the
following:
(1) Flightcrew member recurrent
training in accordance with § 121.1223;
(2) For check pilots, seat dependent
task training from both seats, in
accordance with the QPS, including the
safety measures to be taken from either
pilot seat in emergency situations
during flight operations.
§ 121.1387 Curriculum category
requirements: Initial, transition, and
recurrent academic training for persons
authorized to administer flight attendant
proficiency tests.
(a) Initial academic training
instruction for persons authorized to
administer flight attendant proficiency
tests must include the following:
(1) Training policies and procedures.
(2) Duties, functions, and
responsibilities of persons authorized to
administer flight attendant proficiency
tests.
(3) The applicable regulations of this
chapter and the certificate holder’s
policies and procedures.
(4) The appropriate methods,
procedures, and techniques for
conducting the required tests.
(5) Proper evaluation of student
performance including the detection
of—
(i) Improper and insufficient training;
and
(ii) Student behaviors that could
adversely affect safety.
(6) The appropriate corrective action
in the case of unsatisfactory tests.
(7) The approved methods,
procedures, and limitations for
instructing and evaluating in the
required normal, abnormal, and
emergency procedures applicable to the
aircraft.
(8) Simulator and trainer operations,
limitations, and minimum required
equipment, as appropriate.
(b) Transition academic training
instruction for persons authorized to
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administer flight attendant proficiency
tests must include approved methods,
procedures, and limitations for
evaluating the required normal,
abnormal, and emergency procedures
applicable to the aircraft to which the
person authorized to conduct
proficiency tests is in transition.
(c) The recurrent academic training
for persons authorized to administer
proficiency tests must be completed
every 12 months. Recurrent academic
training instruction for persons
authorized to administer proficiency
tests must include the following:
(1) The subjects, as necessary,
required in paragraph (a) of this section.
(2) Simulator and trainer operations,
limitations, and minimum required
equipment, as appropriate.
(3) Changes in crewmember
qualification curriculums.
45. Add subpart CC to part 121 to read
as follows:
Curriculum Category Requirements
121.1451 Curriculum category
requirements: Standards used in aircraft
dispatcher training.
121.1453 Curriculum category
requirements: Aircraft dispatcher initial,
combined certification and initial, and
transition training.
121.1455 Curriculum category
requirements: Aircraft dispatcher
recurrent training.
121.1457 Curriculum category
requirements: Dispatcher instructor
initial and recurrent training.
121.1459 Curriculum category
requirements: Check dispatcher initial
and recurrent training.
Subpart CC—Aircraft Dispatcher
Qualifications and Training Requirements
For Ground Operations Personnel and
Management Personnel
Subpart CC—Aircraft Dispatcher
Qualifications and Training
Requirements For Ground Operations
Personnel and Management Personnel
General
Sec.
121.1401 Applicability.
121.1402 Interim requirements for
transitioning training programs.
121.1403 Certificate holder responsibility
for compliance.
121.1405 Definitions.
121.1407 English language requirement.
121.1409 Acceptable time for completing
recurrent requirements.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Qualification
121.1411 Aircraft dispatcher: Employment
and certificate.
121.1413 Aircraft dispatcher: Training and
evaluation.
121.1415 Aircraft dispatcher: Operating
familiarization.
121.1417 Aircraft dispatcher: Supervised
operating experience.
121.1419 Aircraft dispatcher:
Requalification.
121.1421 Dispatcher instructor and check
dispatcher: Eligibility, training, and
evaluation.
121.1423 Dispatch program designee:
Eligibility and qualification.
121.1425 Check dispatcher: Initial cadre.
General Training Program Requirements
121.1431 Training program: General.
121.1433 Training program: General
curriculum by aircraft type and
operation.
121.1435 Training program: Curriculum
programmed hours.
121.1437 Training program: Approval and
amendment process.
121.1439 Training program: Individuals
administering training or evaluation, and
unauthorized use of equipment and
facilities in training programs.
121.1441 Training program: Continuous
analysis process.
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Other Training Requirements
121.1471 Differences training and
evaluation.
121.1473 [Reserved]
Training Requirements For Ground
Operations and Management Personnel
121.1475 Training requirements.
General
§ 121.1401
Applicability.
(a) This subpart provides the
following:
(1) Qualification requirements for
aircraft dispatchers for certificate
holders conducting domestic, flag, and
supplemental operations.
(2) Requirements applicable to each
certificate holder for establishing,
obtaining approval of, and maintaining
a training program to qualify certificated
aircraft dispatchers and an optional
program to certificate aircraft dispatcher
candidates.
(3) Requirements applicable to each
certificate holder for establishing,
obtaining acceptance of, and
maintaining a training program for
ground operations and management
personnel.
(b) Any person qualified in a duty
position for the certificate holder before
[date 120 days after publication of the
final rule] or under the provisions of
subparts N and P of this part in effect
on or before [date 119 days after
publication of the final rule] may
continue to serve in that duty position
for that certificate holder without
complying with initial training under
§ 121.1453.
(c) Any person qualified in a training
or evaluation position, for the certificate
holder before [date 120 days after
publication of the final rule], or
qualified under the provisions in
subparts N and P of this part, may
continue to serve in that training or
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evaluation position for that certificate
holder during the transition to the
requirements of this subpart.
§ 121.1402 Interim requirements for
training programs.
(a) Contrary provisions of this subpart
notwithstanding, a person who has
submitted a training program for
approval before [date 120 days after
publication of the final rule] that was
constructed in accordance with the
applicable provisions of subparts N and
P of this part in effect on or before [date
119 days after publication of the final
rule], may complete the approval and
implementation process and conduct
operations in compliance with the
applicable provisions of subparts N and
P of this part instead of the provisions
of this subpart.
(b) A certificate holder must submit a
transition plan to the FAA no later than
[date 4 years and 120 days after
publication of the final rule]. The
transition plan must include the
following:
(1) Subpart CC training program(s), as
applicable.
(2) Plan for transition for aircraft
dispatchers and persons involved in
training or evaluation of aircraft
dispatchers from the applicable
provisions of subparts N and P of this
part to the provisions of this subpart.
(3) A transition completion date that
is before [date 5 years and 120 days after
the publication of the final rule].
(c) During the transition, the
certificate holder may use people to
conduct operations under this part
provided those people are trained under
the applicable provisions of subparts N
and P of this part, or this subpart. While
a certificate holder may simultaneously
operate training programs in compliance
with the applicable provisions of
subparts N and P of this part and this
subpart, each aircraft dispatcher must be
trained and qualified.
(d) A certificate holder may not use an
aircraft dispatcher, nor may an aircraft
dispatcher serve, in a duty position
unless that person is current and
qualified to perform the duties to which
he or she is assigned. If more than one
aircraft dispatcher is required for an
operation, and one aircraft dispatcher is
current and qualified in accordance
with the applicable provisions of
subparts N and P of this part, and the
other aircraft dispatcher is current and
qualified in accordance with this
subpart, then the lesser qualification
requirements apply for that operation.
§ 121.1403 Certificate holder responsibility
for compliance.
(a) Each certificate holder is
responsible for ensuring that its
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approved training program, including
all portions of the training program that
are conducted by individuals other than
employees of the part 119 certificate
holder, meets the requirements of this
subpart.
(b) Each certificate holder is
responsible for ensuring that all
procedures, manuals, and other
materials submitted to obtain initial or
final approval of a training program are
kept up to date and followed.
(c) Each certificate holder is
responsible for ensuring that all
procedures, manuals and other
materials submitted for acceptance of a
training program for ground operations
and management personnel are kept up
to date and followed.
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§ 121.1405
Definitions.
For the purpose of this subpart, the
following terms and their definitions
apply:
Academic evaluation. This is a
written, oral, or electronic test of the
knowledge obtained during academic
training.
Academic training. This is instruction
and practice that provides individuals
with the required knowledge and
cognitive skills necessary to perform the
tasks required for the aircraft dispatcher
duty position, instructor, or evaluator
duty position.
Base month. The month in which a
recurrent activity is due.
Certificate holder. A person
certificated under part 119 of this
chapter that conducts operations under
part 121.
Combined certification and initial. An
optional curriculum category
specifically approved under part 121
that integrates an approved certificate
holder’s initial curriculum category
with part 65 requirements. The
curriculum category allows for both the
issuance of an aircraft dispatcher
certificate and qualification of the
individual to serve as an aircraft
dispatcher for the certificate holder. The
aircraft dispatcher’s certificate is issued
under 14 CFR part 65, not part 121.
Current. Current means satisfying the
initial training and evaluation
requirements prescribed in § 121.1453
or the recurrent training and evaluation
requirements prescribed in § 121.1455,
as applicable.
Curriculum. A curriculum is the
category or categories of training and
evaluation required to qualify a person
for an aircraft dispatcher duty position,
or an instructor or evaluator duty
position. The curriculum includes the
categories of training and evaluation,
the programmed hours for training and
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evaluation, and the appropriate subjects
and tasks.
Curriculum category. Parts of a
curriculum that relate to qualification
experience levels, first time
qualification for a certificate holder,
configuration differences within type or
series, maintaining and regaining
qualification, and changes in operations.
Curriculum categories include: initial,
transition, differences, recurrent,
requalification, and special. Each
curriculum category contains academic
training and evaluation.
Differences. A curriculum category on
a particular aircraft type and operation
when the Administrator finds additional
training is necessary before that aircraft
dispatcher serves in the same capacity
on a particular variation within a series
of an aircraft type or a different series
within an aircraft type.
Duty position. A duty position is the
position held by an Aircraft Dispatcher
that requires unique qualification and
currency requirements to serve in
operations under this part. The term
duty position includes the variations
within a position, such as check
dispatcher, dispatcher instructor, or
dispatch program designee.
Eligibility period. The eligibility
period consists of the month in which
the recurrent activity is due (the ‘‘base
month’’), the month before and the
month after (the ‘‘grace month’’).
Environment. A combination of
external, physical, and surrounding
conditions that affect aircraft
performance, aircraft and equipment
operation, and decisionmaking.
Evaluation. Any testing or checking
activities in which a person’s skills and
knowledge are assessed by a person
authorized to perform that evaluation.
Ground operations personnel. Any
person who is assigned safety-related
duties and responsibilities that affect
the operation of the aircraft while on the
ground. This may include but is not
limited to: computing weight and
balance, loading and unloading aircraft,
directing or moving aircraft.
Initial. A curriculum category that
must be successfully completed to
qualify an aircraft dispatcher to serve as
an aircraft dispatcher for a certificate
holder in operations under this part.
Initial cadre. The specific persons
approved by the FAA for the time frame
necessary, not to exceed 24 months, for
a new part 119 certificate holder to
initiate operations under part 119, or for
a current part 119 certificate holder to
initiate operations of a new aircraft type
not operated previously or to initiate a
new type of operation.
Management personnel. Any person
who is assigned safety-related
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management duties and responsibilities
in accordance with part 119 of this
chapter.
Month. Calendar month.
Practical test. The final test required
for certification of a person as an aircraft
dispatcher.
Proficiency. Demonstrated awareness
of existing circumstances, competence
in the necessary knowledge and skills,
and performance of the relevant task
within the operating range of
environments to the established
standards of performance identified and
required by the Aircraft Dispatcher QPS.
Proficiency check. An assessment of
dispatcher proficiency during which
limited training or practice is allowed.
The assessment is of knowledge and
skill in tasks to the standards identified
and required by the Aircraft Dispatcher
QPS.
Proficiency test. An assessment of
dispatcher proficiency during which
additional training or practice is not
allowed. The assessment is of
knowledge and skill in tasks to the
standards identified and required by the
Aircraft Dispatcher QPS. This
assessment is administered:
(1) After the completion of initial
training and evaluation, operating
familiarization, and supervised
operating experience; and
(2) After the completion of transition
training.
Programmed hours. The required
number of hours (baseline and
minimum) set forth in this subpart for
curriculum categories identified and
required by the Aircraft Dispatcher QPS.
Qualification performance standards
(QPS). FAA standards providing all of
the tasks, areas of instruction, and
evaluation, including activities,
procedures, and knowledge needed to
certify, qualify, retain currency, and
requalify dispatchers for performing in
operations under this part. The QPS for
dispatchers is part 121 appendix T:
Aircraft Dispatcher Qualification
Performance Standards.
Qualified. When used in reference to
an individual, means an individual who
has completed the certificate holder’s
FAA-approved curriculum under this
part and holds an aircraft dispatcher
certificate.
Recurrent. A curriculum category that
must be successfully completed within
the eligibility period to maintain aircraft
dispatcher qualification.
Requalification. A curriculum
category that must be successfully
completed to restore qualified status to
an aircraft dispatcher previously
qualified for the certificate holder when
qualification is lost due to failure to
meet recurrent requirements.
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Serve. Performing the duties of an
aircraft dispatcher, dispatcher
instructor, check dispatcher, or dispatch
program designee for a certificate
holder.
Special. A curriculum category
necessary to address changes to the
certificate holder’s operations or to
correct deficiencies identified by the
certificate holder’s continuous analysis
process. Special training is temporary
and is integrated into the approved
training program.
Supervised Operating Experience
(SOE). Training and other supervised
activities conducted for the purpose of
demonstrating the ability to perform the
duties of an aircraft dispatcher prior to
the proficiency test or proficiency
check.
Training. Instruction and practice.
Training program. A certificate
holder’s training curriculums,
personnel, facilities, equipment, and
other resources used to meet the
training requirements of this subpart.
Transition. A curriculum category to
be completed by an aircraft dispatcher
who is presently qualified on an aircraft
type in operations under this part for
the certificate holder to allow that
aircraft dispatcher to serve as an aircraft
dispatcher for a different aircraft type.
§ 121.1407
English language requirement.
(a) No certificate holder may use any
person, nor may any person serve, as an
aircraft dispatcher under this part,
unless that person has demonstrated to
an individual qualified to conduct
evaluations under this part, that he or
she can:
(1) Read, write, speak, and understand
the English language.
(2) Have his or her English language
and verbal and written communications
understood.
(b) Compliance with this section can
be shown by:
(1) Completion of a certificate holder’s
approved training program conducted
solely in English, or
(2) An aircraft dispatcher certificate
without limitations.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1409 Acceptable time for completing
recurrent requirements.
(a) An aircraft dispatcher must
complete recurrent training, evaluation,
and operating familiarization during the
eligibility period.
(b) An aircraft dispatcher who has not
completed recurrent training by the end
of the base month may continue to
perform dispatcher duties until the end
of the eligibility period.
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Qualification
§ 121.1411 Aircraft dispatcher:
Employment and certificate.
(a) No certificate holder may use any
person, nor may any person serve, as an
aircraft dispatcher in domestic, flag, or
supplemental operations, unless that
person is an employee of the part 119
certificate holder and has in his or her
possession an aircraft dispatcher
certificate issued to the person by the
FAA without limitations, in accordance
with part 65 subpart C of this chapter.
(b) Deviation authority.
(1) The Administrator may authorize
a deviation from the employment
requirement in paragraph (a) of this
section. Before issuing a deviation, the
Administrator will determine whether
the certificate holder can demonstrate
an equivalent level of safety of
paragraph (a) of this section, and meets
at least the following:
(i) The certificate holder has at least
one certificated aircraft dispatcher who
is an employee of the certificate holder
and is responsible for managing
policies, procedures, training, and
qualifications of the contract aircraft
dispatchers.
(ii) The certificate holder
demonstrates an ability to maintain
operational control and comply with all
requirements of this part.
(2) The Administrator may, at any
time, terminate any grant of deviation
authority issued under this paragraph
(b).
§ 121.1413 Aircraft dispatcher: Training
and evaluation.
No certificate holder may use any
person, nor may any person serve, as an
aircraft dispatcher in domestic, flag, or
supplemental operations unless that
person meets the following
requirements:
(a) Training and evaluation. The
person has successfully completed, in a
training program approved under this
subpart for the certificate holder, the
following:
(1) Training in accordance with the
Aircraft Dispatcher QPS, and the
associated programmed hours required
by § 121.1435, as follows:
(i) Within the preceding 12 months,
initial, combined certification and
initial, transition, or recurrent training
categories as prescribed in § 121.1453 or
§ 121.1455 as applicable.
(A) An aircraft dispatcher is eligible
for transition training only if the aircraft
dispatcher is otherwise qualified as an
aircraft dispatcher for the certificate
holder on another aircraft type in the
same airplane group in operations under
this part.
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(B) To be eligible for recurrent
training, an aircraft dispatcher must be
otherwise qualified and have
successfully completed the initial,
combined certification and initial, or
transition training for the certificate
holder.
(ii) Differences training, if necessary,
as prescribed in § 121.1471.
(iii) Requalification training, if
necessary, as prescribed in § 121.1419.
(iv) Special training, if necessary, as
prescribed in § 121.1437.
(2) A proficiency test or check in
accordance with § 121.1453(a)(2),
§ 121.1453(b)(2), or § 121.1455(c), as
applicable.
(3) Supervised operating experience,
as prescribed in § 121.1417.
(b) Continuity of training.
(1) Initial for certificated dispatchers.
A certificated aircraft dispatcher must
successfully complete all of the required
initial curriculum category, including
the proficiency test, prescribed in
§ 121.1453(a)(2) within 120 days of
beginning the initial curriculum
category.
(2) Combined certification and initial
for non-certificated person. A noncertificated person must successfully
complete all of the required combined
certification and initial curriculum
category, including the practical test
and proficiency test, prescribed in
§ 121.1453(b)(2) within 180 days of
beginning the combined certification
and initial category.
(c) Failure to complete training. If a
person fails to successfully complete the
training in the time required by
paragraph (b) of this section, the person
must repeat the initial training, or
combined certification and initial
training, as required by paragraph (a) of
this section within the time period
required in paragraph (b) of this section.
(d) Operating familiarization. The
person has successfully completed
operating familiarization every 12
months in accordance with § 121.1415.
For domestic operations, the operating
familiarization must be conducted
within a geographic area into which the
person dispatches. For flag operations,
the operating familiarization must be
conducted within a flag area of
operation for which the person
dispatches in accordance with the
Aircraft Dispatcher QPS.
(1) If the person dispatches in either
domestic operations or flag operations,
but not both, the person must have
completed operating familiarization in
the type of operation, domestic or flag,
and in an aircraft type that the person
dispatches within the preceding 12
months.
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(2) If the person dispatches in both
domestic and flag operations, the person
must have completed operating
familiarization within the preceding 12
months in an aircraft type which the
person dispatches in either domestic or
flag operations. In a 24-month period,
the person must complete operating
familiarization in both domestic
operations and flag operations.
(3) If the person dispatches both
propeller driven (including
reciprocating powered and
turbopropeller powered) and turbojet
powered aircraft, the person must have
completed operating familiarization in
both propeller driven and turbojet
powered aircraft within the preceding
24 months.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1415 Aircraft dispatcher: Operating
familiarization.
(a) Except as provided in paragraphs
(b) and (c) of this section, the operating
familiarization required by
§ 121.1413(d) must consist of at least 5
hours of observing operations under this
part from the flight deck. This
observation must be made from the
flight deck or, for airplanes without an
observer seat on the flight deck, from a
forward passenger seat with headset or
speaker. This requirement may be
reduced by one hour for each additional
takeoff and landing, but the reduction
must not exceed 2c hours.
(b) The requirement of paragraph (a)
of this section may be satisfied by
observation of simulated flight time
during a Line Oriented Flight Training
(LOFT) session or AQP equivalent
training, required by subpart BB of this
part. The observation must occur in a
Full Flight Simulator (FFS) approved in
accordance with part 60 of this chapter
for the aircraft type and operation. The
actual observed simulated flight time, to
include LOFT briefing and debriefing
time, must not be reduced below 5
hours.
(c) If the requirement of paragraphs (a)
and (b) of this section cannot be met, the
certificate holder may request a
deviation to complete operating
familiarization through a ground
training program approved by the
Administrator.
(d) A person may serve as an aircraft
dispatcher for a new type of operation
(domestic or flag) without meeting the
requirements of this section for 120 days
after the certificate holder introduces a
new type of operation.
§ 121.1417 Aircraft dispatcher: Supervised
operating experience.
(a) No certificate holder may use any
person, nor may any person serve, as an
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aircraft dispatcher unless that person
meets all of the following requirements:
(1) The person has been supervised by
a current and qualified dispatcher who
meets the experience requirements of
§ 121.1421(b)(2) and (b)(4).
(2) The person has been supervised
for the minimum hours prescribed in
the Aircraft Dispatcher QPS for each
type of operation (domestic or flag) in
which the person serves.
(3) The person has successfully
completed a proficiency test or check, as
appropriate.
(b) No person is eligible to receive the
supervised operating experience
required in paragraph (a) of this section
unless that person has satisfactorily
completed the academic training and
evaluation of initial, combined
certification and initial, requalification
training, and operating familiarization,
as applicable, in accordance with the
requirements listed in the Aircraft
Dispatcher QPS.
(c) An aircraft dispatcher
administering operating experience may
not supervise more than one person at
a time.
(d) During the supervised operating
experience session, the supervising
dispatcher must be the dispatcher of
record for each flight dispatched or
released.
§ 121.1419 Aircraft dispatcher:
Requalification.
(a) No certificate holder may use any
person, nor may any person serve, as an
aircraft dispatcher if that person has
become unqualified by not satisfactorily
completing recurrent training, including
proficiency checks as required by
§ 121.1413(a). The requalification
requirements for each phase must be
completed before the end of the
applicable phase of requalification.
(b) To be requalified, the person must
complete:
(1) The initial training requirements
of § 121.1453(a) in accordance with the
Aircraft Dispatcher QPS, including
supervised operating experience,
operating familiarization, and
proficiency test, or
(2) All missed recurrent training and
evaluation and the additional
requirements for the applicable phase of
requalification training in accordance
with the Aircraft Dispatcher QPS,
including all applicable proficiency
checks or proficiency tests.
(c) The requalification requirements
for phases I and II must be completed
within 60 days of beginning
requalification. Phase III requalification
must be completed within 120 days.
(d) To qualify for:
(1) Phase I requalification. A person
may requalify under the phase I
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requalification program if less than 12
months have elapsed since the end of
the person’s base month for recurrent
training. The base month for recurrent
training may be changed.
(2) Phase II requalification. A person
may requalify under the phase II
requalification program if at least 12
months, but less than 24 months, have
elapsed since the end of the person’s
base month for recurrent training. The
base month for recurrent training may
be changed.
(3) Phase III requalification. A person
may requalify under the phase III
requalification program if 24 months or
more have elapsed since the end of the
person’s base month for recurrent
training. The base month for recurrent
training may be changed.
§ 121.1421 Dispatcher instructor and
check dispatcher: Eligibility, training, and
evaluation.
(a) Dispatcher instructor. No
certificate holder conducting domestic
or flag operations may use any person,
nor may any person serve, as a
dispatcher instructor in a training
program established under this part
unless the person meets one of the
following:
(1) The person must meet the
applicable requirements of § 121.1439
and hold an aircraft dispatcher
certificate. The person must maintain
aircraft dispatcher currency in
accordance with the certificate holder’s
approved training program. Within the
preceding 12 months, the person has
successfully completed an initial
training curriculum or a recurrent
training curriculum in accordance with
§ 121.1457.
(2) A person who does not meet the
requirements of paragraph (a)(1) of this
section, but who is a subject matter
expert with specific technical
knowledge on a subject may be used to
conduct training in the subjects
specified in the Aircraft Dispatcher
QPS.
(b) Check dispatcher. No certificate
holder conducting domestic or flag
operations may use any person, nor may
any person serve, as a check dispatcher
in a training program established under
this subpart unless the person meets the
following requirements:
(1) The person meets the applicable
requirements of § 121.1439 and holds an
aircraft dispatcher certificate. The
person must maintain aircraft
dispatcher currency in accordance with
the certificate holder’s approved
training curriculum.
(2) The person has performed the
duties of an aircraft dispatcher for at
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least 8 hours within a 24-hour period in
the preceding 90 days.
(3) Within the preceding 12 months,
the person has successfully completed
the check dispatcher initial curriculum
category or check dispatcher recurrent
curriculum category in accordance with
§ 121.1459.
(4) The person has served at least 3
years in the previous 5 years as a
dispatcher for the certificate holder for
whom the person is to perform the
duties of a check dispatcher.
(c) The certificate holder must
maintain a current list of all dispatcher
instructors, subject matter experts, and
check dispatchers and submit that list to
the FAA.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1423 Dispatch program designee:
Eligibility and qualification.
If the certificate holder elects to
establish a combined certification and
initial curriculum category, the FAA
may approve one or more dispatch
program designees to represent the FAA
for the purpose of issuing aircraft
dispatcher certificates.
(a) To be eligible to become a dispatch
program designee and to remain
qualified to serve as a dispatch program
designee, a person must meet the
following requirements:
(1) Be an employee of the certificate
holder.
(2) Be a check dispatcher in
accordance with § 121.1421 and be
currently serving as an aircraft
dispatcher for the certificate holder.
(3) Be a designated aircraft dispatcher
examiner in accordance with § 183.25 of
this chapter.
(4) Conduct a practical test under the
observation of the FAA and be
designated as a dispatch program
designee by the FAA. The person
undergoing the practical test for this
purpose must be signed off by the FAA
aviation safety inspector as the
evaluator of record.
(5) A designee may continue to
conduct practical tests if, within the
preceding 12 months, the designee has
done one of the following under the
observation of the FAA:
(i) Conducted a practical test.
(ii) Conducted a proficiency test.
(iii) Conducted a proficiency check.
(b) The dispatch program designee is
only approved to perform the duties of
a dispatch program designee for the
certificate holder.
§ 121.1425
Check dispatcher: Initial cadre.
(a) Purpose of this section. This
section is used to qualify an initial cadre
of check dispatchers in lieu of the
experience and recency requirements of
§§ 121.1417 and 121.1421. A certificate
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holder may use a person as a check
dispatcher even though the person does
not meet the experience or recency
requirements of the subpart, if the
person meets the initial cadre
requirements of this section.
(b) Duration of initial cadre status.
The FAA will determine the period of
initial cadre status, and may terminate
initial cadre status for the certificate
holder or for an individual check
dispatcher, if necessary. In no case will
initial cadre status exceed a period of 24
months.
(c) Eligibility for initial cadre status
for check dispatcher. To be eligible to
become an initial cadre check
dispatcher for a part 119 certificate
holder, and to continue to serve in that
capacity for the authorized period, a
person must meet all of the following
requirements:
(1) Be an employee of the part 119
certificate holder (or applicant).
(2) Have served at least 3 years in the
past 5 years as a dispatcher for the same
aircraft group for which the person is to
perform duties as an initial cadre check
dispatcher.
(3) Have an aircraft dispatch
certificate without restrictions.
(4) Have successfully completed
initial, transition, or differences
training, as appropriate, as approved by
the FAA for the part 119 certificate
holder (or applicant) that is required to
serve as an aircraft dispatcher.
(5) Have conducted activities for
which the person is to perform duties as
a check dispatcher under the
observation of an FAA aviation safety
inspector. When an observed activity
must be made part of a training record,
the people undergoing the observed
activities must be signed off by the FAA
aviation safety inspector as the
evaluator of record.
(6) Be approved by the FAA for the
specific duties to be performed.
(d) Operating experience for initial
cadre check dispatchers.
(1) An initial cadre check dispatcher
may receive credit for his or her own
operating experience while
administering operating experience to
another initial cadre check dispatcher.
(2) Initial cadre check dispatchers
may obtain operating experience only if
at least one of the other initial cadre
check dispatchers has:
(i) Experience with the aircraft type
on which the person is to perform
duties as a check dispatcher or has
received training for the aircraft type in
accordance with the QPS.
(ii) Experience within the type of
operation, domestic or flag, in which the
person is to perform duties as a check
dispatcher or has received training for
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the type of operation in accordance with
the QPS.
(e) Persons authorized to administer
training and evaluation. As approved by
the FAA:
(1) Employees of a part 142 certificate
holder, another part 119 certificate
holder, or the aircraft manufacturer may
administer the training for initial cadre
check dispatchers.
(2) Only a person who holds an
aircraft dispatcher certificate issued
under part 65 who is an employee of the
part 119 certificate holder, or the FAA,
may administer the evaluation for initial
cadre check dispatchers.
(3) Check dispatchers who are
employees of an existing part 119
certificate holder that is adding a new
aircraft type or operation may continue
to serve as check dispatchers for the
new aircraft type or operation during
the initial cadre period.
General Training Program
Requirements
§ 121.1431
Training program: General.
(a) Each certificate holder must
establish and keep current an aircraft
dispatcher training program. Each
curriculum in a training program must
be current and must be kept current
with respect to any changes in the
certificate holder’s policies, operations,
and requirements of this chapter. Each
certificate holder must obtain the
appropriate initial and final approval of
its training program, as specified in
§ 121.1437.
(b) The aircraft dispatcher training
program must address all of the
following:
(1) The requirements of this subpart.
(2) The requirements of the Aircraft
Dispatcher QPS.
(c) Each certificate holder is
responsible for ensuring that its aircraft
dispatchers are adequately trained and
that aircraft dispatcher training and
evaluation is conducted in accordance
with the certificate holder’s approved
training program.
(d) As part of its training program, a
certificate holder must provide the
following, as applicable:
(1) Curriculums and curriculum
category requirements applicable for use
by the certificate holder as required by
this subpart and approved by the
Administrator.
(2) A sufficient number of dispatcher
instructors, trained and qualified in
accordance with this subpart, to provide
the approved training.
(3) A sufficient number of check
dispatchers trained and qualified in
accordance with this subpart, to
complete the applicable evaluation of
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knowledge and skills in tasks in
accordance with the Aircraft Dispatcher
QPS.
(4) Adequate training facilities.
(5) Appropriate and current training
materials, examinations, forms,
instructions, and procedures for use in
conducting the training, evaluation, and
supervised operating experience
required by this part with respect to
each aircraft type and operation, and if
applicable, the particular variations
within that aircraft type.
(e) No certificate holder may use a
person as an aircraft dispatcher unless
each dispatcher instructor or check
dispatcher who is responsible for a
curriculum category, under this part has
certified in a manner approved by the
Administrator the proficiency and
knowledge of the individual being
trained or evaluated.
(1) The certification required by this
paragraph (e) must be made a part of the
aircraft dispatcher’s record required by
subpart V of this part. The record must
indicate whether the individual
successfully completed each of the
training and evaluation requirements for
the specific curriculum listed in this
paragraph (e). A proficiency test,
proficiency check, or practical test is not
successfully completed if the individual
did not successfully complete all
required portions of the training
curriculum before taking the proficiency
test, proficiency check, or practical test.
The certificate holder must report a
failure of a proficiency test, practical
test or proficiency check to the FAA.
(2) When the record of the
certification required by this paragraph
(e) is made by an entry in a
computerized recordkeeping system, the
dispatcher instructor or check
dispatcher making the certification must
be identified with that entry, and the
record must be in a form approved by
the Administrator.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
§ 121.1433 Training program: General
curriculum requirements by aircraft type
and operation.
(a) Each certificate holder must
prepare and keep current a training
curriculum for each aircraft type and
operation conducted by that certificate
holder under this part. The curriculum
must be available to each aircraft
dispatcher required for that aircraft type
and operation. Each curriculum must
include the curriculum categories and
the ground training required by this
subpart and the Aircraft Dispatcher
QPS.
(b) Each training program curriculum
must provide training and evaluation as
necessary to ensure that each aircraft
dispatcher:
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(1) Has demonstrated proficiency with
respect to each aircraft type and
operation (domestic and flag operations)
in which the aircraft dispatcher serves.
(2) Has demonstrated proficiency in
the duties and responsibilities for the
aircraft type and operation that are
contained in the manual required by
§ 121.134, as outlined in § 121.136.
(3) Is trained and knowledgeable as to
the current operating limitations
sections of the applicable FCOM.
(4) Is trained and knowledgeable on
the procedures and performance
sections of the applicable FCOM.
(5) Qualifies in new equipment,
facilities, procedures, techniques,
computer applications, and technology
required to perform the duties of an
aircraft dispatcher.
(6) Understands the nature and effects
of safety hazards, weather extremes, and
the effects of these on operations.
(7) Has demonstrated, through
knowledge and application, Dispatch
Resource Management (DRM) skills
identified in the Aircraft Dispatcher
QPS.
(c) Each curriculum category must
include the following:
(1) The areas of instruction with
subjects and the tasks required by the
Aircraft Dispatcher QPS.
(2) A list of all equipment used by the
certificate holder for training and
evaluation.
(3) An outline of each curriculum
category that includes ground training
and evaluation by subject matter.
(4) The approved programmed hours
of training that will be applied to each
required curriculum category.
(5) Differences that relate to the
variations of a particular aircraft type to
be included in all ground training for
purposes of training and evaluation, as
applicable.
(6) A copy of each statement issued by
the Administrator under § 121.1435 for
a reduction of baseline programmed
hours of training and evaluation.
(7) Letters of authorization from the
FAA for dispatch program designees, if
applicable. A letter of authorization
must be made a part of the aircraft
dispatcher’s record required by subpart
V of this part.
§ 121.1435 Training program: Curriculum
programmed hours.
(a) Each certificate holder’s training
program submitted for initial approval
under this subpart must have at least the
baseline programmed hours specified in
the Aircraft Dispatcher QPS.
Programmed hours include training and
evaluation.
(b) The Administrator will not
approve a reduction in the baseline
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programmed hours specified in this
subpart during the initial approval of
training programs. For a training
program that has final approval, a
certificate holder may apply for a
reduction of programmed hours based
on the factors outlined in § 121.1437(g).
The Administrator will not approve a
reduction of programmed hours below
the minimum hours in the Aircraft
Dispatcher QPS.
(c) When the Administrator approves
a reduction in programmed hours, the
Administrator will provide the
certificate holder with a statement of the
basis for the approval.
(d) The Administrator will determine
the required programmed hours for the
requalification curriculum category as
specified in the Aircraft Dispatcher
QPS.
§ 121.1437 Training program: Approval
and amendment process.
(a) Each training program described in
this subpart must be approved by the
Administrator. To obtain initial or final
approval of a training program, each
certificate holder must provide the
Administrator the following information
in a form acceptable to the
Administrator:
(1) An outline of the proposed
program, including an outline of the
proposed curriculum required in
§ 121.1433 for a preliminary evaluation
of the proposed program.
(2) Curriculums and curriculum
categories applicable for use by the
certificate holder as required by this
subpart.
(3) A description of the ground
training facilities.
(4) A synopsis of the materials,
examinations, forms, instructions, and
procedures to be used for the training
and evaluation required by this subpart
with respect to each aircraft type, and if
applicable, the particular variations
within that aircraft type. Upon request,
the certificate holder must make the
items required in this paragraph
available to the FAA for review
(5) If training is to be conducted by
persons other than the part 119
certificate holder’s employees, a
statement that training will be provided
by persons other than the part 119
certificate holder’s employees in
accordance with § 121.1439.
(6) The continuous analysis process
established in accordance with
§ 121.1441.
(7) Academic training hours must be
in a classroom provided by the
certificate holder unless otherwise
approved by the Administrator.
Proposals for a training environment
other than a classroom provided by the
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certificate holder must be accompanied
by a plan for assessing the knowledge
and cognitive skill requirements to be
supported by the proposed alternative
environment, and for providing the
testing of each student to ensure the
knowledge and skill requirements are
met.
(8) Additional relevant information
required by the Administrator.
(b) To request a revision to an
approved training program, each
certificate holder must provide the
Administrator the relevant information
in paragraph (a) of this section that has
not already been provided to the
Administrator.
(c) If the proposed training program or
proposed revision complies with this
subpart, the Administrator grants initial
approval in writing, after which the
certificate holder may conduct the
training and evaluation in accordance
with that program. The Administrator
then evaluates the effectiveness of the
initially approved training program and
advises the certificate holder of any
deficiencies that must be corrected.
(d) A revision to an approved training
program may be proposed as a special
curriculum category that reflects
changes to the certificate holder’s
operation, or as a differences curriculum
category that reflects differences in
configuration within an aircraft type.
(1) The proposed special curriculum
category will include training and
evaluation. This training and evaluation
will be initially approved and
evaluated. Upon satisfactory evaluation,
the special curriculum category will
receive final approval and be integrated
into the existing curriculum categories,
if appropriate. If integrated, it will no
longer be called a special curriculum
category, but will be part of the
approved training program. The
Principal Operations Inspector will
determine if the number of submitted
programmed hours is sufficient.
(2) The proposed differences
curriculum category will include
training and evaluation. This training
and evaluation will be initially
approved, evaluated, and upon
satisfactory evaluation, added to the
previously approved differences
curriculum category. The Principal
Operations Inspector will determine if
the number of submitted programmed
hours is sufficient.
(e) The Administrator grants final
approval of a training program if the
certificate holder shows that the training
and evaluation conducted under the
initial approval obtained under
paragraph (b) of this section ensures that
each person who completes the training
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and evaluation is adequately trained to
perform his or her assigned duties.
(f) The Administrator may require
revisions to an approved training
program anytime the FAA finds that
revisions are necessary in the interest of
safety or security. If the Administrator
finds that revisions are necessary for the
continued adequacy of a training
program that has been granted initial or
final approval, the certificate holder
must, after notification by the
Administrator, make all changes in the
program that the Administrator finds
necessary.
(1) Within 30 days after the certificate
holder receives a notice to revise the
program, it may file a petition with the
Director of Flight Standards to
reconsider the notice. The filing of a
petition to reconsider stays the notice
pending a decision by the Director of
Flight Standards.
(2) If the Administrator finds that
there is an emergency that requires
immediate action in the interest of
safety or security, the Administrator
may, upon a statement of the reasons,
require a change effective without stay.
(g) The Administrator considers the
following factors in approving revisions
or requiring revisions to a training
program:
(1) The pass and fail rate in the
curriculum under consideration.
(2) The quality and effectiveness of
the teaching-learning process (e.g.,
quality of instructors, training
equipment, methods, and procedures
listed in the certificate holder’s
curriculum required by § 121.1433).
(3) The experience levels of the
student population.
(4) The experience levels of the
instructors and check persons.
(5) The type and scope of operations
conducted by the certificate holder.
(6) The complexity of make, model,
and series of aircraft used.
§ 121.1439 Training program: Individuals
administering training or evaluation, and
unauthorized use of equipment and
facilities in training programs.
(a) No certificate holder may use a
person to administer, nor may any
person administer, training or
evaluation, except:
(1) In accordance with this section; or
(2) If applicable, as provided in the
initial cadre requirements of § 121.1425.
(b) Persons who administer academic
or job performance training and
evaluation must be knowledgeable
about the certificate holder’s facilities,
equipment, and procedures, as
appropriate.
(c) Persons who administer training or
evaluation must use only the equipment
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and the facilities that are specifically
approved for the certificate holder’s
training program.
(d) Training and evaluation is not
successfully completed, even if the
individual successfully completed the
activity, when the certificate holder
does one of the following:
(1) Uses facilities, equipment, and
materials that are not specifically
approved for that activity as part of the
certificate holder’s approved training
program.
(2) Uses persons who are not
authorized to administer the activity as
specified in the Aircraft Dispatcher
QPS, or who do not meet the
requirements of this subpart.
§ 121.1441 Training program: Continuous
analysis process.
Each certificate holder must establish
and maintain a process for the
continuous analysis of the performance
and effectiveness of its training program
and operation that will allow the
certificate holder the ability to recognize
where improvements are needed. This
process must:
(a) Incorporate procedures to ensure
that the training program and the
standards of qualification for each duty
position are documented and provide a
means for updating as changes are
required;
(b) Provide for the review of training
program content, application, and
results, including aircraft dispatcher
performance on proficiency tests, for
each aircraft type and operation; and
(c) Continually measure and monitor
the outcome of the training program and
operation in terms of the aircraft
dispatcher’s performance and
qualification, and provide a means to
identify and correct deficiencies in the
aircraft dispatcher’s performance and
qualification and in the training
program and operation. Procedures
must include correction of deficiencies.
Curriculum Category Requirements
§ 121.1451 Curriculum category
requirements: Standards used in aircraft
dispatcher training.
(a) The certificate holder must include
in the training categories the subjects,
tasks, and standards set forth in the
Aircraft Dispatcher QPS.
(b) The QPS requirements for aircraft
dispatcher training and evaluation
include all of the following:
(1) The subjects and areas of
instruction listed in the Aircraft
Dispatcher QPS for initial, combined
certification and initial, recurrent,
transition, differences, and
requalification training.
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(2) The Dispatch Resource
Management (DRM) skills listed in the
Aircraft Dispatcher QPS.
(3) The requirements for
administering specific evaluations.
(4) The requirements and performance
standards for each task and
environment.
§ 121.1453 Curriculum category
requirements: Aircraft dispatcher initial,
combined certification and initial, and
transition training.
(a) Initial and transition training for
aircraft dispatchers must include all of
the following:
(1) Training and evaluation in the
subjects listed in the Aircraft Dispatcher
QPS.
(2) Successful completion of a
proficiency test in accordance with the
Aircraft Dispatcher QPS for each aircraft
type and operation, and the particular
variations within the aircraft type.
(b) Combined certification and initial
training must include all of the
following:
(1) Training and evaluation in the
subjects listed in the Aircraft Dispatcher
QPS.
(2) Successful completion of a
practical test and proficiency test in
accordance with the Aircraft Dispatcher
QPS for each aircraft type and
operation, and the particular variations
within the aircraft type. The FAA or
dispatch program designee must
administer the practical test.
§ 121.1455 Curriculum category
requirements: Aircraft dispatcher recurrent
training.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Recurrent training for aircraft
dispatchers must be completed within
the eligibility period set forth in
§ 121.1413(a) and must include all of
the following:
(a) Instruction in the subjects
specified in the Aircraft Dispatcher
QPS.
(b) An academic evaluation of the
aircraft dispatcher’s knowledge with
respect to the aircraft type and operation
involved.
(c) Successful completion of a
proficiency check in accordance with
the Aircraft Dispatcher QPS for each
aircraft type and operation, and the
particular variations within the aircraft
type.
§ 121.1457 Curriculum category
requirements: Dispatcher instructor initial
and recurrent training.
(a) Initial training. Initial training for
a dispatcher instructor must consist of
a 4-hour block of instruction that
includes the following subjects:
(1) Aircraft dispatcher instructor
duties, functions, and responsibilities.
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(2) Appropriate provisions of the
regulations of this chapter and the
certificate holder’s policies and
procedures.
(3) Appropriate methods, procedures,
and techniques for conducting aircraft
dispatcher instruction.
(4) Evaluation of student performance,
including recognition of the following:
(i) Improper and insufficient training;
and
(ii) Personal characteristics of a
student that could adversely affect
safety.
(5) Corrective action in the case of
unsatisfactory training progress.
(6) Approved methods, procedures,
and limitations for performing the
required normal, abnormal, and
emergency procedures in the dispatch
facility.
(7) Principles of the teaching-learning
process.
(8) Teaching methods and procedures.
(9) Instructor-student relationship.
(b) Recurrent training. Recurrent
training for a dispatcher instructor must
consist of a 2-hour block of instruction
every 12 months that includes the
following:
(1) Subjects required in paragraph (a)
of this section.
(2) Instructional and evaluation
methods and techniques.
(3) Changes in aircraft dispatcher
qualification curriculums.
(4) Continuous analysis process
review based on the factors addressed in
§ 121.1441.
§ 121.1459 Curriculum category
requirements: Check dispatcher initial and
recurrent training.
(a) Initial training. Initial training for
a check dispatcher must consist of a 4hour block of instruction that includes
the following subjects:
(1) Check dispatcher duties,
functions, and responsibilities.
(2) Appropriate provisions of the
regulations of this chapter and the
certificate holder’s policies and
procedures.
(3) Appropriate methods, procedures,
and techniques for conducting the
required tests and checks.
(4) Evaluation of student performance,
including recognition of the following:
(i) Improper and insufficient training;
and
(ii) Personal characteristics of a
student that could adversely affect
safety.
(5) Corrective action in the case of
unsatisfactory evaluations.
(6) Approved methods, procedures,
and limitations for performing the
required normal, abnormal, and
emergency procedures in the dispatch
facility.
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29433
(b) Recurrent training. Recurrent
training for a check dispatcher must
consist of a 2-hour block of instruction
every 12 months that includes the
following:
(1) Subjects required in paragraph (a)
of this section.
(2) Instructional and evaluation
methods and techniques.
(3) Changes in aircraft dispatcher
qualification curriculums.
(4) Continuous analysis process
review based on the factors addressed in
§ 121.1441.
Other Training Requirements
§ 121.1471 Differences training and
evaluation.
Each aircraft dispatcher training
program must provide differences
training if the Administrator finds that,
due to differences between aircraft of
the same type operated by the certificate
holder, additional training is necessary
to ensure that each aircraft dispatcher is
adequately trained to perform the
assigned duties. The Administrator will
determine the number of additional
training hours and subjects necessary
for the aircraft type and operation.
§ 121.1473
[Reserved]
Training Requirements for Ground
Operations and Management Personnel
§ 121.1475
Training requirements.
A certificate holder must provide
training on the safety-related duties and
responsbilities for all ground operations
and management personnel as
established in the certificate holder’s
manual under § 121.134 and § 121.136.
42. Add appendix Q to part 121 to
read as follows:
Appendix Q to Part 121—Pilot,
Qualification Performance Standards A
Crew Resource Management (CRM)
Administration.
The pilot must demonstrate knowledge and
skills in the technical and CRM competencies
for each particular task.
1. Certain CRM-related procedures must be
associated with flight tasks and their related
pilot performance requirements. These
procedures must be evaluated during job
performance training programs.
2. In addition to the CRM-related
procedures, situational awareness must be
evaluated as an integral part of each flight
task and environment. A task is not
completed unless the evaluator has
determined that the pilot has demonstrated
knowledge and skills in the technical and
CRM competencies.
3. Additionally, the following CRM
behaviors are required knowledge to be
taught and tested during academic training:
(a) Task: Authority of the Pilot In Command
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(1) The Captain’s authority, including
responsibility for the safety of flight in
routine and emergency conditions
(2) Leadership and command
(3) Chain of command and importance of
chain of command
(b) Task: Communication Processes and
Decisions
(1) Briefing
(2) Inquiry, advocacy, and assertiveness
(3) Self-critique:
(i) Know and respect own limitations
(ii) Know and respect limitations of the
aircraft
(4) Communication with appropriate
personnel
(5) Decisionmaking, including the
following:
(i) Recognize problem/opportunity
(ii) Analyze situation
(iii) Consider goals
(iv) Identify alternatives
(v) Consider consequences
(vi) Select the alternative
(vii) Act on the decision
(viii) Accept responsibility
(ix) Evaluate results
(6) Threat and Error Management:
(i) Where threats are events that:
(A) Occur outside the influence of the
flight crew (i.e., not caused by the crew)
(B) Increase the operational complexity of
a flight; and/or
(C) Require crew attention and
management
(ii) Where errors are occurrences that:
(A) Lead to a deviation from crew or
organizational intentions or expectations
(B) Reduce safety margins and
(C) Increase the probability of adverse
operational events on the ground or
during flight
(c) Task: Building and Maintenance of a
Flight Team
(1) Leading and following, including the
importance of crewmembers functioning
as a team
(2) Use of interpersonal skills and
leadership styles in a way that fosters
crew effectiveness
(3) Significance of cultural differences
(d) Task: Workload Management and
Situational Awareness
(1) Preparation and planning
(2) Vigilance
(3) Workload distribution
(4) Distraction avoidance
(e) Task: Communication and Coordination
(1) Flight deck and cabin chimes and
interphone signals for routine situations
(2) Flight attendant notification to flight
crew that aircraft is ready for movement
on the surface
(3) Flight crew notification to flight
attendant to be seated prior to take-off
(4) Flight attendant recognition of critical
phases of flight
(5) Crewmember coordination and
notification regarding access to flight
deck
(6) Notification to flight attendants of
turbulent air conditions
(7) Notification between flight crew and
flight attendants of emergency or
unusual situations
(8) Notification between flight crew and
flight attendants of inoperative
equipment that is pertinent to flight
attendant duties and responsibilities
(9) Normal and emergency communication
procedures to be used in the event of
inoperative communication equipment
(f) Task: Crewmember Briefing
(1) Crewmember responsibilities regarding
briefings
(2) Flight crew briefing
(3) Flight crew to flight attendant(s)
briefings
(4) Flight attendant to flight attendant(s)
briefings
(5) Required information
(6) Security procedures
(7) Communication procedures
(8) Emergency procedures
(9) MELs affecting flight operations and
cabin safety equipment and procedures
(10) Flight information
(g) Task: Communication and Coordination
During a Passenger Interference Situation
(1) Certificate holder’s written program
regarding the handling of passenger
interference, including crewmember
communication and coordination
(2) Techniques for diffusing a passenger
interference situation
(3) Importance of crewmembers and other
employees working as a team
(4) Role of management and crewmember
in follow-up
(5) Actions to report an occurrence of
passenger interference
(h) Task: Communication and Coordination
During an Emergency Situation
(1) Actions for each emergency situation
(2) Importance of notification and who
must be notified
(3) Alternate actions if unable to notify
(4) Communication during preparation for
a planned emergency evacuation,
including the time available, type of
emergency, signal to brace, and special
instructions
Attachment 1 of Appendix Q to Part
121
Programmed Hour Requirements for New
Hire, Initial, Transition, Conversion,
Upgrade, Differences, Requalification,
Recurrent, and Special Curriculum
Categories (see §§ 121.1205; 121.1239;
121.1331; 121.1333; 121.1335; 121.1337;
121.1367; and 121.1215)
A. Programmed Hour Requirements: Pilots
(PIC and SIC). (see §§ 121.1205; 121.1331;
121.1333; 121.1335)
1. Baseline and Minimum Programmed
Hours. Table 1A sets out the baseline and
minimum programmed hours for each
curriculum category. The FAA may approve
a reduction in the baseline programmed
hours if the certificate holder demonstrates
that the reduction is warranted. However,
reduction below the minimum authorized
programmed hours will require concurrence
from FAA Headquarters. Individual
flightcrew members are not required to
complete the programmed hours described in
this attachment. Refer to § 121.1221(f).
2. Required hours for differences and
special training. The hours established for
differences and special training are in
addition to the previously approved
programmed hours for the approved training
program. For differences training
(§ 121.1215), the hours remain in the
differences curriculum category. For special
training (§ 121.1337(c)), the certificate holder
integrates the training into the existing
categories in Table 1A. Therefore, there are
no programmed hours in Table 1A for
differences and special training.
TABLE 1A—PROGRAMMED HOURS: PILOTS (PIC AND SIC)
TRAINING AND EVALUATION *
CURRICULUM CATEGORIES
JOB PERFORMANCE
ACADEMIC
Ground training and evaluation
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NEW HIRE .....................................
INITIAL ...........................................
CONVERSION ...............................
TRANSITION .................................
UPGRADE .....................................
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Emergency equipment drills and
demonstrations
Flight training and evaluation
Baseline
24 ................................
..................................................
N/A.
Baseline
4.
Minimum
Baseline
Minimum
Baseline
Minimum
Baseline
Minimum
Baseline
Minimum
20 ................................
116 ..............................
80 ................................
68 ................................
* 52 ..............................
92 ................................
62 ................................
68 ................................
** 52 ............................
Baseline
Minimum
Baseline
Minimum
Baseline
Minimum
Baseline
Minimum
36
36
20
20
24
24
20
20
Minimum
Baseline
Minimum
Baseline
Minimum
Baseline
Minimum
Baseline
Minimum
4.
8.
8.
4.
4.
4.
4.
4.
4.
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................................
................................
................................
................................
................................
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................................
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TABLE 1A—PROGRAMMED HOURS: PILOTS (PIC AND SIC)—Continued
TRAINING AND EVALUATION *
CURRICULUM CATEGORIES
JOB PERFORMANCE
ACADEMIC
Emergency equipment drills and
demonstrations
Ground training and evaluation
RECURRENT .................................
REQUALIFICATION Phase I .........
REQUALIFICATION Phase II ........
REQUALIFICATION Phase III .......
DIFFERENCES ..............................
SPECIAL ........................................
Flight training and evaluation
Baseline 18 ................................
(each 9-month Recurrent training
period).
Minimum 14 ................................
Baseline 18 ................................
Minimum 12 ................................
Baseline 68 ................................
Minimum ** 52 ............................
Baseline 92 ................................
Minimum 62 ................................
Determined by FAA ......................
Developed by Certificate Holder,
Approved by the FAA.
Baseline 6 ..................................
(each 9-month Recurrent training
period).
Minimum 6 ..................................
Baseline 6 ..................................
Minimum 6 ..................................
Baseline 20 ................................
Minimum 20 ................................
Baseline 24 ................................
Minimum 24 ................................
Determined by FAA ......................
Developed by Certificate Holder,
Approved by the FAA.
Baseline 8
(each 36-month period).
Minimum 8.
Baseline 8.
Minimum 8.
Baseline 4.
Minimum 4.
Baseline 4.
Minimum 4.
Determined by FAA.
Determined by FAA.
* Special authorizations for flightcrew members previously qualified in the same crewmember duty position in the same aircraft type for another
certificate holder conducting operations under this part within the preceding 9 months.
** Special authorizations for flightcrew members having qualified and served as SIC or flight engineer for that certificate holder within the preceding 9 months.
Note: If authorized by the FAA, programmed hours may be adjusted for related aircraft (see § 121.1205).
Attachment 2 of Appendix Q to Part
121
Academic Training and Evaluation
Requirements—Subjects and Tests—for New
Hire, Initial Transition, Conversion,
Upgrade, Requalification, Recurrent,
Differences, and Special Training Categories
A. Required Academic Training and
Evaluation Subjects by Curriculum Category.
(see §§ 121.1221; 121.1223; 121.1225;
121.1227; 121.1229; 121.1333; 121.1335;
121.1341; 121.1343; 121.1361; 121.1363;
121.1365; 121.1367; 121.1377; 121.1381; and
121.1215)
The FAA may allow distance learning for
academic subjects in each area of instruction
unless otherwise indicated.
TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Area of instruction—individual subject(s) 1
(a) General Subjects:
(1) Duties and responsibilities of
flightcrew members .......................
(2) Appropriate requirements of the
Federal Aviation Regulations ........
(3) General relationship of FAA to
the certificate holder ......................
(4) General overview of the contents
of the certificate holder’s Operating Certificate and Operations
Specifications ................................
(5) Meteorology to ensure a practical
knowledge of weather phenomena, including the principles
of frontal systems, icing, fog, thunderstorms, and high altitude
weather situations. Recognizing
and avoiding severe weather situations and other hazards ..............
(6) Air traffic control systems, airspace, procedures, and phraseology ..............................................
(7) Navigation and the use of navigation aids, including instrument
approach procedures including
how to use the information available on approach charts and
maps and on airport diagrams ......
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Initial and
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requalification
Transition
Conversion
and phase II
requalification
Upgrade,
Recurrent
(includes
phase I
requalification)
X
X
X
X
18
X
X
X
X
18
X
........................
X
X
X
X
........................
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TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Area of instruction—individual subject(s) 1
(8) Development of and operating in
the National Airspace System .......
(9) General Concepts of TCAS Operation ...........................................
(i) The meaning of Traffic Alerts
(TAs),
(ii) The meaning of preventive
Resolution Advisories (RAs),
(iii) The meaning of corrective
RAs. TCAS equipment components controls, displays,
audio
alerts,
and
annunciations; interfaces and
compatibility with other aircraft systems; TCAS surveillance range versus display
range; altitude ceiling operators; when an intruder will not
be displayed; and TCAS performance on the ground.
(10) High Altitude Physiology—Operations above 10,000 ft.—Aircraft
Decompression; Causes and Recognition of cabin pressure loss;
Physiological Effects and time of
useful consciousness; Immediate
Actions; Altitude and Flight Level
requiring the wearing of oxygen
masks ............................................
(11) Mechanical and Incident Reporting Procedures ........................
(12) Voluntary Safety Program and
Participation, including ASAP,
FOQA, LOSA, and other government and industry accident prevention programs ..........................
(13) Normal and emergency communications ........................................
(14) General content, control, and
maintenance of applicable portions of the certificate holder’s operating manual, including the
Flightcrew Member Operating
Manual (FCOM). Relationship of
FCOM to the Airplane Flight Manual ..................................................
(15) Dispatch and flight release procedures. Flight planning as applicable ..............................................
(b) Crew Resource Management (CRM):
(1) Task: Authority of the Pilot In
Command ......................................
(i) The Captain’s Authority, including responsibility for the
safety of flight in routine and
emergency conditions.
(ii) Leadership and command.
(iii) Chain of command and importance of chain of command.
(2) Task: Communication Processes
and Decisions ................................
(i) Briefing.
(ii) Inquiry, advocacy, and assertiveness.
(iii) Self-critique.
(iv) Communication with available personnel.
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Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Upgrade,
Recurrent
(includes
phase I
requalification)
X
X
X
X
18
X
X
X
X
18
X
X
........................
X*
X
X
X
........................
........................
X
18
X
X
........................
........................
X
18
New hire
X
........................
X
X
X
X
X
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TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
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Area of instruction—individual subject(s) 1
(v) Decisionmaking.
(vi) Conflict resolution.
(3) Task: Building and Maintenance
of a Flight Team ............................
(i) Leading and following, including the importance of crewmembers functioning as a
team.
(ii) Use of interpersonal skills
and leadership styles in a
way that fosters crew effectiveness.
(iii) Significance of cultural differences.
(4) Task: Workload Management
and Situational Awareness ...........
(i) Preparation and planning.
(ii) Vigilance.
(iii) Workload distribution.
(iv) Distraction avoidance.
(5) Task: Communication and Coordination .......................................
(i) Flight deck and cabin chimes
and interphone signals for
routine situations.
(ii) Flight attendant notification
to flight crew that aircraft is
ready for movement on the
surface.
(iii) Flight crew notification to
flight attendant to be seated
prior to take-off.
(iv) Flight attendant recognition
of critical phases of flight.
(v) Crewmember coordination
and notification regarding access to flight deck.
(vi) Notification to flight attendants of turbulent air conditions.
(vii) Notification between flight
crew and flight attendants of
emergency or unusual situations.
(viii) Notification between flight
crew and flight attendants of
inoperative equipment that is
pertinent to flight attendant
duties and responsibilities.
(ix) Normal and emergency
communication procedures to
be used in the event of inoperative communication equipment.
(6) Task: Crewmember Briefing .......
(i) Crewmember responsibilities
regarding briefings.
(ii) Flight crew briefing.
(iii) Flight crew to flight attendant(s) briefings.
(iv) Flight attendant to flight attendant(s) briefings.
(v) Required information.
(vi) Security procedures.
(vii) Communication procedures.
(viii) Emergency procedures.
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Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Upgrade,
Recurrent
(includes
phase I
requalification)
X
X
........................
........................
X
18
X
X
........................
........................
X
18
X
X
........................
........................
X
18
X
X
........................
........................
X
18
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TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
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Area of instruction—individual subject(s) 1
(ix) MELs affecting flight operations and cabin safety equipment and procedures.
(x) Flight information.
(7) Task: Communication and Coordination During a Passenger Interference Situation .......................
(i) Certificate holder’s written
program regarding the handling of passenger interference,
including
crewmember communication and
coordination.
(ii) Techniques for diffusing a
passenger interference situation.
(iii) Importance of crewmembers
and other employees working
as a team.
(iv) Role of management and
crewmember in follow-up.
(v) Actions to report an occurrence of passenger interference.
(8) Task: Communication and Coordination During an Emergency
Situation ........................................
(i) Actions for each emergency
situation.
(ii) Importance of notification
and who must be notified.
(iii) Alternate actions if unable to
notify.
(iv) Communication during preparation for a planned emergency evacuation, including
the time available, type of
emergency, signal to brace,
and special instructions.
(c) Aircraft Type Specific:
(1) Contents of the certificate holder’s operating manual, including
the FCOM. Use of any FCOMbased quick reference handbook
(QRH) ............................................
(2) Operating limitations ...................
(3) Coordination, communication,
and methodology for the performance of each normal, abnormal,
and emergency procedure contained in the FCOM .......................
(4) Aircraft systems as described in
the FCOM ......................................
(5) Instrument procedures and low
visibility operations ........................
(6) Aircraft performance determinations and flight planning for all
phases of flight, including takeoff
and landing requirements considering aircraft, crew, airport, and
weather requirements for takeoff,
departure, and landing ..................
(7) Operations Specifications authorizations and limitations ..................
(8) MMEL, MEL, CDL .......................
(9) Emergency communications with
passengers and other crewmembers .......................................
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Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Upgrade,
Recurrent
(includes
phase I
requalification)
X
X
........................
........................
X
18
X
X
........................
........................
X
18
........................
........................
X
X
X
X
X
X
X
X
18
18
........................
X
X
X
X2
18 2
........................
X
X
X
X
18
........................
X
X
X
X
18
........................
X
X
X
X
18
........................
........................
X
X
X
X
X
X
X
X
18
18
X
X
X
X
X
18
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TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
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Area of instruction—individual subject(s) 1
(10) Storage of and how to administer medicinal oxygen ..................
(11) The certificate holder’s policy
and FCOM procedures on the use
of command and control automation and criteria for selecting and
deselecting appropriate levels of
automation (including manual control of flight) must be included in
the lateral and vertical modes of
takeoff, approach, and landing .....
(d) Special Hazards:
(1) Preventing controlled flight into
terrain (CFIT) and approach and
landing accidents ..........................
(2) Recovery from loss of control
due to airplane design, airplane
malfunction, human performance,
and atmospheric conditions ..........
(3) Low altitude windshear ...............
(i) Recognition and avoidance.
(ii) Recovery from inadvertent
encounter.
(4) Takeoff safety: Decisionmaking
and high speed aborts, including
propulsion system malfunction
analysis, causes, symptoms, recognition, and the effects on aircraft performance and handling ....
(5) Airport surface movement safety
and runway incursion prevention ..
(6) Hazards of operating in or near
thunderstorms, turbulent air, icing,
hail, volcanic ash, and other potentially hazardous conditions .......
(7) Land and hold short operations
(LAHSO) ........................................
(8) Ground anti-icing and deicing .....
(9) Ice accumulation in flight ............
(10) Recognition and recovery from
stall in clean configuration, takeoff
and maneuvering configuration,
and landing configuration ..............
(11) Upset recognition and recovery
(e) Special Operations Areas:
(1) Close simultaneous parallel precision approach operations with
Precision Radar Monitor (PRM) ....
(2) Special routes, areas and airports ..............................................
(f) International Operations:
(1) Area and route characteristics ....
(2) Flight planning, charts, course
plotting, and tables ........................
(3) Class II Navigation ......................
(4) Communications ..........................
(5) ETOPS or EROS, as applicable
(6) International rules and regulations ...............................................
(7) Abnormal Operations ..................
(g) Emergency Equipment Training:
(1) Emergency communications with
passengers and other crewmembers .......................................
(2) Crewmember-specific roles in
dealing with crewmember and
passenger injury and illness, and
disruptive passengers ...................
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New hire
Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Upgrade,
Recurrent
(includes
phase I
requalification)
X
........................
........................
X
........................
18
........................
X
X
X
X
18
........................
X
X
X
X
18
........................
........................
X
X
X
X
X
X
X
X
18
9
........................
X
X
X
X
18
........................
X
X
X
X
18
........................
X
X
........................
........................
........................
X
X
X
X
X
X
X
X
X
X
X
X
9
18
18
........................
........................
X
X
X
X
X
X
X
X
9
9
........................
X
X
X
X
18
........................
X
X
X
X
18
X
X
X
X
X
18
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
18
18
18
18
X
X
X
X
X
X
X
X
X
X
18
18
X
X
X
X
X
18
X
........................
........................
........................
........................
9
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TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
New hire
Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Upgrade,
Recurrent
(includes
phase I
requalification)
........................
........................
X
X
X
X
X
X
........................
........................
9
........................
X
........................
........................
........................
........................
9
........................
X
X
X
........................
18
........................
X
X
X
........................
18
........................
X
X
X
........................
18
........................
X
X
X
........................
18
........................
X
X
........................
........................
........................
........................
X
........................
........................
........................
........................
........................
X
X
X
........................
18
Area of instruction—individual subject(s) 1
(3) Location and familiarization of
contents for first aid and medical
kits .................................................
(4) Location and use of defibrillator ..
(5) Certificate holder’s blood-borne
pathogen awareness program ......
(6) Location and use of emergency
exits ...............................................
(7) Location and use of emergency
equipment. Equipment must include: .............................................
(i) For over water operations:
life preservers, flotation seat
cushions, life rafts, slides, and
slide rafts ................................
(ii) For ground or water evacuation: escape ropes, megaphones, flashlight, emergency
lighting, emergency locator
transmitters, first aid kit,
slides, slide rafts, fire extinguishers (each type used),
smoke and fume protection
(such as PBE and smoke
goggles), megaphones, oxygen (portable, passenger oxygen system, flight crew
masks), supplemental (flight
deck
key,
demonstration
equipment, smoke detectors,
trash containers, seat belt extensions) .................................
(8) Fires-in flight and on the ground.
(i) Procedures and strategies for
fire prevention ........................
(ii) Classes of fires and correct
methods
of
extinguishing
each .......................................
(iii) Flight attendant role in exterior, APU, jetway, and ramp
fire ..........................................
1 If
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authorized by the FAA, subjects may be adjusted for related aircraft (see §§ 121.1205, 121.1215).
2 All abnormal and emergency procedures are required. Only selected normal procedures are required.
‘‘X’’ indicates the subject must be included in the category of training.
‘‘9’’ indicates the subject must be trained every 9 months.
‘‘18’’ indicates that the subject must be trained every 18 months.
* (Conversion Only).
B. Academic Evaluation. (see §§ 121.1341
and 121.1343)
1. Knowledge and understanding of each
subject within each area of instruction must
be evaluated by written, oral, or electronic
based testing at the end of academic training,
and must provide for the following:
(a) A score of 80% or better on each
instructional area is required to be
satisfactory
(b) A minimum of 5 questions must be
developed for each subject
(c) Two questions for each subject must be
randomly selected for each test
(d) The test must be corrected to 100%
(e) Correction of missed questions must
include a discussion or review of which
answer is correct and why, and why the
person’s original answer was incorrect
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(f) Reevaluation is required for each
instructional area in which a score of 80% or
better is not achieved
2. The following standards are for
evaluating the pilot performance in
limitation, systems, and performance and
loading subjects.
(a) Limitations—The pilot must know all of
the limitations appropriate to the aircraft
with respect to:
(1) Systems and components
(2) Performance
(b) Systems—The pilot must understand
and be knowledgeable about the following
subjects (systems and components) and be
able to explain their operation as described
in the FCOM and their applicability, as
appropriate, to the Minimum Equipment List
(MEL), Configuration Deviation List (CDL),
and the operations specifications:
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(1) Landing gear: including, as appropriate,
extension and retraction system(s),
indicators, brakes, anti-skid, tires, nosewheel steering, and shock absorbers
(2) Engine(s) and Auxiliary Power
System(s): including controls and
indications, induction system, carburetor and
fuel injection, turbo-charging, cooling, fire
detection and protection, mounting points,
turbine wheels, compressors, deicing, antiicing, and other related components
(3) Propellers (if appropriate): including
type, controls, feathering and unfeathering,
auto feather, negative torque sensing,
synchronizing, and synchro-phasing
(4) Fuel system: including capacity, drains,
pumps, controls, indicators, cross-feeding,
transferring, jettison, fuel grade, color and
additives, fueling and de-fueling procedures,
and allowable fuel substitutions, if applicable
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(5) Oil system: including capacity, grade,
quantities, and indicators
(6) Hydraulic system: including capacity
pumps, pressure, reservoirs, grade, and
regulators
(7) Electrical system: including alternators,
generators, battery, circuit breakers and
protection devices, controls, indicators, and
external and auxiliary power sources and
ratings
(8) Environmental systems: including
heating, cooling, ventilation, oxygen and
pressurization, controls, indicators, and
regulating devices
(9) Avionics and communications:
including autopilot; flight director; Electronic
Flight Indicating Systems (EFIS); Flight
Management System(s) (FMS); navigation
systems and components (LORAN; Doppler
Radar; Inertial Navigation Systems; Global
Positioning System such as GPS/DGPS/
WGPS; VOR; NDB; ILS/MLS; RNAV);
indicating devices; transponder; emergency
locator transmitter; electronic flight bags;
Aircraft Communications Addressing and
Reporting System (ACARS), and others, as
may be appropriate
(10) Ice protection (anti-ice and de-ice):
including pitot-static system, propeller (if
appropriate), windshield, wing and tail
surfaces
(11) Crewmember and passenger
emergency equipment and procedures:
including oxygen system, survival gear,
emergency exits, evacuation procedures with
crew duties, and quick donning oxygen mask
for crewmembers and passengers
(12) Flight controls: including ailerons,
elevator(s), rudder(s), control tabs, balance
tabs, stabilizer, flaps, spoilers, leading edge
flaps and slats, and trim systems
(13) Flightdeck automation: including the
certificate holder’s written automation policy
and written operating procedures for
selecting and deselecting appropriate levels
of automation. This must include the
certificate holder’s policy for conducting
CAT II and CAT III approaches when
authorized
(14) Pneumatic system
(15) Other systems as may be contained in
the FAA-approved Airplane Flight Manual
(c) Performance and loading—The pilot
must understand and be proficient in the use
of the Certificate Holder’s performance
charts, tables, graphs, and other data relating
to the following areas:
(1) Accelerate—stop distance
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(2) Accelerate—go distance
(3) Balanced field
(4) Takeoff performance, all engines and
with engine(s) inoperative, as appropriate.
(5) Climb performance including
segmented climb performance; with all
engines operating; with one or more engines
inoperative; and with other engine
malfunctions as appropriate
(6) Service ceiling, all engines, with
engines(s) inoperative, including drift down,
if appropriate
(7) Cruise performance
(8) Fuel consumption, range, and
endurance
(9) Descent performance
(10) Go-around from rejected landings
(11) The effects of meteorological
conditions on performance characteristics
with correct application of these factors to a
specific chart, table, graph or other
performance data
(12) How to determine longitudinal and
lateral center-of-gravity location for a specific
load condition, including how to add,
remove, or shift weight to meet longitudinal
(forward and aft), and lateral balance limits
for takeoff, cruise, and landing
(13) Planning and application of
operational factors affecting aircraft
performance such as high altitude airports,
cluttered and contaminated runways, ground
and in-flight icing, and other performance
data appropriate to the aircraft
Attachment 3 of Appendix Q to Part
121
Job Performance Training Requirements for
All Categories of Training
(Tasks, Environments, Drills, and
Observations With Instruction, Evaluation,
and Simulation Credits)
A. Determining the job performance (flight
training) tasks and environments required for
instruction and evaluation for each category
of training. (see §§ 121.134; 121.136;
121.1221; 121.1223; 121.1225; 121.1227;
121.1229; 121.1333; 121.1335; 121.1337;
121.1339; 121.1341; 121.1343; 121.1345;
121.1347; 121.1349; 121.1351; 121.1353;
121.1361; 121.1363; 121.1365; 121.1367;
121.1377; 121.1379; 121.1381; 121.1383;
121.1385; and 121.1215)
1. Certificate holder responsibilities with
respect to the FCOM and Table 3A.
(a) The certificate holder must use the
FAA-approved FCOM to construct each
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29441
curriculum category required by this subpart
in accordance with an FAA-approved job
performance training program. The tasks
listed in the FCOM must reflect the tasks
included in Table 3A of this Attachment, as
amended, and include standard operating
procedures, abnormal procedures, nonnormal procedures, and emergency
procedures, as well as the authorizations
contained in the certificate holder’s
operations specifications.
(b) If the certificate holder adds tasks or
environments to those listed in Table 3A,
those tasks or environments must be further
developed to include the requirement and
frequency for training and evaluation in each
additional task or environment. These
changes must be reflected in the FCOM and
submitted to the FAA for approval.
(c) If the certificate holder’s operation does
not permit, or the operation of the aircraft
flown by the certificate holder does not
require one or more of the tasks listed in
Table 3A, those tasks must not be included
in the FCOM, and, therefore, are not required
to be trained or evaluated.
(d) Changes to the FCOM must be
submitted to the FAA for approval.
2. Job Performance Requirements.
(a) Table 3A describes the piloting tasks
required for initial, transition, conversion,
upgrade, and requalification (phases I, II, and
III) training, and the piloting tasks required
for the proficiency check or test conducted
for flightcrew member qualification or
certification. Table 3A also describes the
piloting tasks that are required for the
recurrent proficiency check as well as the
pilot training tasks that are described for the
LOFT and the FFS course of instruction.
(b) When a task is identified as being
required each 9 months during recurrent
training (i.e., an ‘‘X’’ is located in the ‘‘every
9 months’’ column of Table 3A):
(1) This requirement is satisfied by the task
being completed during either the LOFT or
the FFS course of instruction during the
9 month period when a proficiency check is
not conducted.
(2) This requirement is satisfied by the task
being completed during the proficiency
check during the 9-month period when a
proficiency check is conducted. The task
does not need to be repeated again during the
accompanying LOFT or FFS course of
instruction.
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B. Aircraft Emergency Equipment Training
Requirements. Aircraft Emergency
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Procedures Drills and Observations. (see
§§ 121.1205; 121.1215; 121.1233; 121.1255;
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121.1333; 121.1337; 121.1351; 121.1365;
121.1367; 121.1381; 121.1383; 121.1387; and
121.1389)
1. All emergency drills and observations
must be completed within the time frames
specified in Table 3A of this attachment.
2. In accordance with Table 3A of this
attachment, each flightcrew member must
perform individual hands on training and
evaluation demonstrations through
individual performance drills using the
specified emergency equipment, or
participate as part of a group of persons
completing a specific drill through group
performance drills.
3. During group performance drills, it is
not necessary for each flightcrew member to
complete each task in the performance drill;
however, each flightcrew member must
observe the actions and activities of the other
persons who are completing the performance
drill tasks.
4. In accordance with Table 3A of this
attachment, each flightcrew member must
observe a specific procedural drill being
conducted by other persons (an observation
drill) in a live setting or through an audiovisual medium.
5. Each flightcrew member must operate
each exit on each aircraft type on which the
flightcrew member is to serve in both the
normal and emergency modes, including the
actions and forces required in the
deployment of emergency evacuation slides.
6. Each flightcrew member must complete
the required emergency training drills during
the specified training periods, using those
items of installed emergency equipment for
each aircraft type on which the flightcrew
member is to serve.
7. Each piece of emergency equipment and
training device must be in its fully secured,
pinned, bracketed, or stowed condition, as
installed on the aircraft, prior to being
operated by each flightcrew member during
each performance drill. The removal and
stowage of each piece of emergency
equipment may be completed separately from
the performance drill as part of the
equipment mountings drill.
8. Flightcrew members must demonstrate
proficiency by completing each performance
drill without reference to any guidance
material or instruction.
9. Individual evaluations of each flightcrew
member’s performance by an instructor is
required. Flightcrew members who do not
complete emergency training drills must be
retrained in accordance with the certificate
holder’s approved training program prior to
reevaluation.
C. Determining the level of FSTD that must
be used for training, evaluation, and recent
experience. (see §§ 121.1345; 121.1347;
121.1349; and 121.1351)
To use an FSTD for training, evaluation,
and recent experience the following general
requirements must be met. The code shown
in Table 3B of this attachment for the task or
environment indicates the lowest FSTD
qualification level that may be used.
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1. General Requirements. In addition to the
approval of the FAA required by part 121, to
be used for any task or environment, an
FSTD must:
(a) Have a qualification level assigned in
accordance with part 60 of this chapter.
(b) Be maintained in accordance with part
60 of this chapter.
(c) Have all of the aircraft and FSTD
systems installed and operating that are
necessary to complete the task or
environment.
(d) Be operated in accordance with § 60.25
of this chapter, Operation with missing,
malfunctioning, or inoperative components.
(e) Have the qualification level indicated in
Table 3B of this attachment, or a higher
qualification level, for the task or
environment and the category of training
indicated. Certain tasks may be trained in an
FSTD at a different level than required for
evaluating that specific task. The instructor
must observe the pilot perform the task to
proficiency in the level of FSTD required for
the evaluation prior to the evaluation by a
check person.
2. LOFT Requirements. For Qualification
LOFT or Recurrent LOFT, a FFS at level A,
B, C, or D must be used.
3. Takeoff and Landing 90 Day Recency of
Experience.
For maintaining recency of experience in a
FFS, a level B, C, or D must be used. For
regaining recency of experience, a level C or
D is required.
4. FFS Requirements for Training and
Evaluation.
(a) The training session immediately
preceding the proficiency test or check, as
well as the proficiency test or check
administered at the conclusion of initial,
transition, conversion, upgrade, or
requalification training, must be conducted
in no more than two levels of FFS.
(b) The recurrent training and evaluation
(proficiency test or check) administered as
part of the recurrent qualification
requirements may only be conducted in one
level of FFS. The level of FFS that is required
is the lowest level in which all tasks that
must be completed can be accomplished in
that level of FFS. For recurrent training, this
is at least a level A FFS; for the proficiency
test or check, this is at least a level B FFS.
5. Experience Requirements for Allowing
Credit for Level C Full Flight Simulators.
Where a Level D FFS is indicated in Table
3C, a Level C FFS may be used to complete
the training and the proficiency test if the
pilot applicant meets the following
prerequisite experience requirements:
(a) For first time qualification in group, the
pilot must have a minimum of 1500 hours of
flight time as a pilot in an aircraft, including
a minimum of 750 hours of multiengine time.
(b) For upgrade to PIC, the pilot must have
a minimum of 200 hours in the aircraft type.
(c) For SIC training and evaluation:
(1) The pilot must have a minimum of 1500
hours as a pilot, 500 hours of multiengine
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29451
time as a pilot, and 500 hours in the aircraft
type as a flight engineer; or
(2) The pilot must meet the flight time
requirements set out in § 61.159 of this
chapter.
D. Seat Dependent Task Training. (see
§§ 121.1253; 121.1255; 121.1257; 121.1281;
121.1345; 121.1347; 121.1349; and 121.1351)
1. The seat dependent task training that
must be provided for all check pilots, IOE
pilots, pilot flight instructors, relief pilots,
and PICs and SICs if a certificate holder
authorizes the PIC to operate the aircraft from
the right hand pilot seat and the SIC to
operate the aircraft from the left hand pilot
seat is described in this paragraph.
2. Seat dependent task training must
address the use of systems that involve the
flight path or speed of the aircraft and the use
of systems that have controls not centrally
located, or are accessible or operable from
only the left or from the right pilot seat and
includes all of the following:
(a) Normal takeoff
(b) Rejected takeoff
(c) Takeoff with the failure of an engine
(d) Climb to, cruise at, or descent from an
intermediate operating altitude
(e) At least one recovery from an approach
to stall conducted at ‘‘en route’’ operating
altitudes
(f) Precision instrument approach
(g) Non-precision instrument approach
(h) A missed approach
(i) Landing with an engine failed
3. To retain currency as a pilot qualified to
operate the airplane from the opposite pilot
seat, the pilot must complete, in an
alternating sequence, a normally scheduled
recurrent training session, and then a
normally scheduled training session where 3
tasks must be completed from the opposite
pilot seat. These three tasks are a recovery
from an approach to stall at normal operating
altitudes, a precision or non-precision
approach, and a landing with an engine
failed.
4. Check pilots and pilot flight instructors
authorized to conduct training or evaluation
functions must be provided training and
practice in conducting flight training or flight
checks from the left hand and right hand
pilot seats, including the required standard
operating procedures, abnormal procedures,
non-normal procedures, and emergency
procedures sufficient to ensure competence
to conduct the pilot training and flight
checks required by this subpart.
5. Check pilots and IOE pilots who are
authorized to conduct operating experience
or line checks in the airplane during flight,
must be provided training and practice in the
safety measures to be taken from either pilot
seat for emergency situations that are likely
to develop during flight operations.
6. Training and evaluation in the airplane
is limited to certificate holders operating in
accordance with the deviation described in
§ 121.1345(b).
E:\FR\FM\20MYP2.SGM
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
TABLE 3B—MINIMUM FSTD REQUIRED FOR CREDIT
Curriculum category
Initial, transition, conversion,
upgrade, and requalification
Piloting Tasks
Each task may be performed in the FSTD level specified or any higher level
of FSTD
Recurrent
The training
session
immediately
preceding, and
the proficiency
test or check 2
Training 1
Training (loft
or FFS course
of instruction)
Proficiency
test or check 3
A
A
A
A
B
B
1.0
1.1
1.2
All Operations:
Normal Procedures .................................................................................
Operation of Systems and Controls at the Flight Engineer’s Panel .......
1.3
Human Factors and CRM .......................................................................
Must be incorporated throughout training and evaluation.
1.4
Aircraft Handling Standards ....................................................................
As authorized for each task or environment.
1.5
ATC Communications and Procedures ...................................................
As authorized for each task or environment.
1.6
Seat Dependent Training ........................................................................
See paragraph D3 of this attachment.
1.7
MEL Relief ...............................................................................................
Incorporated periodically throughout training.
2.0
2.1
2.2
Preflight Procedures:
Planning and use of checklists ...............................................................
Flight Deck Inspection .............................................................................
2.3
Cabin Inspection .....................................................................................
Aircraft or approved pictorial means
2.4
Exterior Inspection ..................................................................................
Aircraft or approved pictorial means
4
4
2.5
3.0
3.1
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Navigation System Setup ........................................................................
Ground Operations:
Engine Start ............................................................................................
3.1.1 Normal ...........................................................................................
3.1.2 Non-Normal ...................................................................................
3.2 Pushback and Powerback ......................................................................
3.3 Taxi ..........................................................................................................
3.4 Pre-Takeoff Procedures ..........................................................................
3.5 Deicing Before Takeoff ...........................................................................
3.6 Anti-Icing (after start, before takeoff) ......................................................
3.7 High Density Altitude Runway Operations ..............................................
3.8 After Landing ...........................................................................................
3.9 Parking and Securing ..............................................................................
4.0 Takeoff:
4.1 Normal and Crosswind–All Engines Operating .......................................
4.2 Instrument with Lowest Authorized RVR ................................................
4.3 With Engine Failure .................................................................................
4.3.1 Between V1 and VR .......................................................................
4.3.2 Between VR and 500 ft. above field elevation ..............................
4.4 Rejected With Lowest Authorized RVR ..................................................
4.5 Contaminated Runway Operations .........................................................
4.6 Takeoff from High Density Altitude Runways .........................................
5.0 In Flight Tasks and Aircraft Handling:
5.1 Slow Flight ...............................................................................................
5.2 Recognition of, and Recovery from, Approach to Stall ..........................
5.2.1. Clean configuration ......................................................................
5.2.2. Takeoff or maneuvering configuration .........................................
5.2.3. Landing configuration ...................................................................
5.3 Asymmetric Thrust ..................................................................................
5.3.1 Engine Shutdown ..........................................................................
5.3.2 Maneuvering with One Engine Inoperative ...................................
5.3.3 Engine Restart ..............................................................................
5.3.4 One Engine Inoperative En Route ................................................
5.4 Runaway Trim or Stabilizer .....................................................................
5.5 Jammed Trim or Stabilizer ......................................................................
5.6 Upset Recognition and Recovery ...........................................................
5.7 Turns with and without Spoilers ..............................................................
5.8 Stability Augmentation Inoperative .........................................................
5.9 Mach Tuck and Mach Buffet ...................................................................
5.10 Recovery from High Sink Rate inside final approach fix ......................
5.11 Flight Envelope Protection Demonstration ............................................
5.12 Windshear Avoidance and Encounter.
5.12.1 Takeoff ........................................................................................
4
4
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
TABLE 3B—MINIMUM FSTD REQUIRED FOR CREDIT—Continued
Curriculum category
Initial, transition, conversion,
upgrade, and requalification
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Piloting Tasks
Each task may be performed in the FSTD level specified or any higher level
of FSTD
5.12.2 Departure ....................................................................................
5.12.3 Approach .....................................................................................
5.13 Traffic Avoidance (TCAS) .....................................................................
5.14 CFIT/Terrain Avoidance (GPWS, EGPWS or TAWS) ..........................
5.15 Structural Icing, Airborne ......................................................................
5.16 Thunderstorm Avoidance Departure and Arrival ..................................
5.17 ETOPS Procedures ...............................................................................
5.18 Anti-Icing prior to descent/approach .....................................................
6.0 Instrument Procedures:
6.1 Instrument Departure or Arrival ...............................................................
6.2 Holding ....................................................................................................
6.3 Approach Transition ................................................................................
6.4 Manually Controlled Departure and Arrival .............................................
7.0 Approaches:
7.1 Instrument Approaches
7.1.1. Precision Approach ......................................................................
7.1.2. Non-Precision Approach ..............................................................
7.2 Visual Approach ......................................................................................
8.0 Missed Approach:
8.1 All Engines Operating .............................................................................
8.2 One Engine Inoperative ..........................................................................
8.3 From Circle to Land ................................................................................
8.4 Descending Break-Out Maneuver from PRM Approach .........................
9.0 Landing:
9.1 All Engines Operating (including crosswind) ..........................................
9.2 Engine(s) Inoperative ..............................................................................
9.2.1 One Engine Inoperative ................................................................
9.2.2 Two Engines Inoperative (3 and 4 Engine Aircraft) .....................
9.3 From a Precision Approach ....................................................................
9.4 From a Non-Precision Approach .............................................................
9.5 From a Visual Approach .........................................................................
9.6 From Circle to Land (if authorized) .........................................................
9.7 Recovery from a Bounced Landing ........................................................
9.8 Rejected Landing ....................................................................................
9.9 From Zero or Partial Flaps Approach .....................................................
9.10 Using Enhanced Flight Visual System—EFVS .....................................
9.11 Using Head-Up Display—HUD .............................................................
9.12 Landing on Contaminated Runways .....................................................
9.13 Landing at High Density Altitude Runways ...........................................
10.0 Abnormal Procedures:
10.1 Un-annunciated .....................................................................................
10.2.0 Systems.
10.2.1. Air Conditioning .................................................................................
10.2.2 APU ....................................................................................................
10.2.3. Autopilot ............................................................................................
10.2.4 Brakes ................................................................................................
10.2.5 Communications .................................................................................
10.2.6 Doors ..................................................................................................
10.2.7 Electrical Power .................................................................................
10.2.8 Emergency Equipment .......................................................................
10.2.9 Engine ................................................................................................
10.2.10 Fire Protection ..................................................................................
10.2.11 Flaps .................................................................................................
10.2.12 Flight Controls ..................................................................................
10.2.13 Fuel ..................................................................................................
10.2.14 EGPWS or TAWS ............................................................................
10.2.15 HUD ..................................................................................................
10.2.16 Hydraulic Power ...............................................................................
10.2.17 Ice and Rain Protection ...................................................................
10.2.18 Instruments .......................................................................................
10.2.19 Landing Gear ...................................................................................
10.2.20 Navigation ........................................................................................
10.2.21 Oxygen .............................................................................................
10.2.22 Pneumatic ........................................................................................
10.2.23 Propellers .........................................................................................
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immediately
preceding, and
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test or check 2
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or FFS course
of instruction)
Proficiency
test or check 3
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
TABLE 3B—MINIMUM FSTD REQUIRED FOR CREDIT—Continued
Curriculum category
Initial, transition, conversion,
upgrade, and requalification
Piloting Tasks
Each task may be performed in the FSTD level specified or any higher level
of FSTD
Recurrent
The training
session
immediately
preceding, and
the proficiency
test or check 2
Training (loft
or FFS course
of instruction)
Proficiency
test or check 3
5
4
4
A
A
A
A
A
A
B
B
B
4
4
5
4
4
A
6A
5
5
A
A
A
A
A
A
6A
A
6A
A
A
A
A
A
A
6A
A
A
B
B
B
B
B
B
6B
B
6B
Training 1
10.2.24 Stall Warning ....................................................................................
10.2.25 Thrust Reversers ..............................................................................
10.2.26 Warning Systems (various) ..............................................................
11.0 Emergency Procedures:
11.1 Fire or Smoke in Aircraft .......................................................................
11.2 Ditching .................................................................................................
11.3 Emergency Descent ..............................................................................
11.4 Rapid Decompression ...........................................................................
11.5 Emergency Evacuation .........................................................................
11.6 Engine Fire, Severe Damage, or Separation ........................................
11.7 Landing with Degraded Flight Controls .................................................
11.8 Pilot Incapacitation ................................................................................
11.9 All other emergencies in accordance with the FCOM ..........................
Footnotes:
1. Where Level 4 or 5 FTD is shown, all systems (and systems interoperability) necessary for the task must be installed in the FTD and operating correctly.
2. A maximum of 2 levels of FFS may be used to complete the proficiency test following initial, transition, conversion, upgrade, or requalification training.
3. Only one FFS may be used to complete the recurrent proficiency test or check. The level of FFS that is required is the lowest level in which
all tasks that must be completed can be accomplished.
4. See paragraph C.5 of this attachment for requirements to use Level C FFS in place of Level D FFS.
5. Interactive Computer Based Instruction is an acceptable method for training.
6. Check for appropriate system installation and for FSTD qualification for this task.
7. The FTD may be used, but a visual system meeting Level A FFS requirements must be installed and working properly.
E. Persons Authorized to Administer Pilot
Training, Evaluation, and Observation
Activities Under Subpart BB. (see
§§ 121.1215; 121.1251; 121.1253; 121.1255;
121.1257; 121.1271; 121.1281; 121.1341;
121.1349; 121.1377; 121.1379; 121.1381;
121.1383; and 121.1385)
Table 3C of this attachment identifies who
must administer certain required training and
evaluation for pilots, and who must
supervise and observe instructors and check
pilots.
TABLE 3C—PERSONS ELIGIBLE TO BE AUTHORIZED TO ADMINISTER PILOT TRAINING, EVALUATION, AND OBSERVATION
ACTIVITIES UNDER SUBPART BB (APPENDIX Q) FOR THE PART 119 CERTIFICATE HOLDER *
Affiliation and position
Contractor
Other than
Part 142 or
other Part
119 certificate holder
Part 142 or other Part
119 certificate holder
The Part 119 certificate holder
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Pilot training, evaluation, and
observation activities under subpart
BB (by aircraft type)
Ground
instructor
Ground
instructor
Flight
instructor
Ground
instructor
Academic (Ground School) Training
Job Performance (Flight) Training ...
Certificate or Rating Examination ....
Proficiency Test/Check (Initial, Transition, Conversion, Upgrade, Recurrent, Requalification) ...............
LOFT/FFS Course of Instruction .....
Supervision of Operating Experience ..............................................
PIC Line Check (all flight crew observed) ..........................................
Observation of:
• PIC—Initial Line ....................
• Flight Instructor—Initial .........
• Flight Instructor—Recurring ..
• Check Pilot—Initial ................
X
X
X
X
X4
X
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Flight
instructor
Check pilot
Aircrew
program
designee
X
X
X4
X
X
X1
X
X
X
X
X
X3
X
X
X
X2
PO 00000
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
TABLE 3C—PERSONS ELIGIBLE TO BE AUTHORIZED TO ADMINISTER PILOT TRAINING, EVALUATION, AND OBSERVATION
ACTIVITIES UNDER SUBPART BB (APPENDIX Q) FOR THE PART 119 CERTIFICATE HOLDER *—Continued
Pilot training, evaluation, and
observation activities under subpart
BB (by aircraft type)
• Check Pilot—Recurring .........
• Check Pilot—PIC Line Check
X
X2
X2
srobinson on DSK4SPTVN1PROD with PROPOSALS2
* See § 121.1257 for special limited authorizations for Initial Cadre Personnel. When POI authorization is required, the designation will specifically state the authorizations granted to the instructor, check pilot, or APD. Part 142 Training Center instructors and other part 119 certificate
holders’ check pilots may be qualified and authorized as check pilots by the part 119 certificate holders’ POI in accordance with subpart BB of
this part. When qualified and authorized, these check pilots are considered a component of the part 119 certificate holders’ training program resources.
1 When the proficiency test does not involve the issuance of a certificate or rating.
2 With POI authorization, employees of the part 119 certificate holder who are designated as APDs and specifically designated to do so, may
conduct the Initial or Recurring check pilot observation.
3 PIC Line Observation subsequent to the Initial Line Observation.
4 The flight instructor must be designated as a check pilot for the certificate holder.
F. Administering Evaluations. (see
§§ 121.1215; 121.1221; 121.1253; 121.1255;
121.1257; 121.1271; 121.1281; 121.1341;
121.1343; 121.1361; 121.1363; 121.1365;
121.1367; 121.1377; 121.1379; 121.1381;
121.1383; 121.1385; 121.1387; 121.1389)
The following requirements apply to the
evaluation activity indicated. Refer to Table
3D of this attachment for who may
administer each type of evaluation.
1. Line Checks. A line check must be
completed in accordance with § 121.1233.
2. Proficiency Tests or Checks.
Proficiency tests or checks must be
administered for first time qualification in a
duty position. Employees of the certificate
holder who are used or will be used in the
certificate holder’s operations and who have
completed all of the required training may
use the proficiency test to obtain a certificate
or rating.
3. Other Assessments.
(a) After qualification, the pilot’s
performance in all job performance training
activities (including LOFT) must be assessed
for a satisfactory level of task proficiency
based upon this QPS.
(b) During a scheduled FFS course of
instruction, if a task is performed
unsatisfactorily the pilot may retrain on the
unsatisfactory task; however, all scheduled
tasks, including any retraining, must be
completed within the approved scheduled
time period.
4. Satisfactory or Unsatisfactory
Performance.
(a) No evaluator or instructor may assess
the pilot’s performance as satisfactory unless
that pilot:
(1) Performs the tasks in accordance with
the standards and tolerances established in
the QPS.
(2) Demonstrates mastery of the aircraft or
simulated aircraft with the successful
outcome of each task never in doubt.
However, when the pilot recognizes that an
action taken was not correct, or recognizes
that an action should have been taken and
was not, and then the pilot either corrects the
action taken or takes the appropriate action
to correct the situation, the task may be
assessed as satisfactory and the ‘‘error’’
portion of ‘‘threat and error management’’
may be assessed as satisfactory as well.
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19:21 May 19, 2011
Jkt 223001
(3) Except as described in paragraph (a)(2)
of this attachment, demonstrates performance
such that no corrective or instructive action
is required by another pilot to maintain safe
flight.
(4) Demonstrates CRM competencies in
accordance with duties outlined in the
FCOM requiring crew interactions, including
in a crew briefing before each takeoff and
before each approach.
(5) Demonstrates sound judgment.
(b) The evaluator or instructor must assess
a pilot’s performance as unsatisfactory if the
pilot fails to take prompt corrective action
when tolerances are exceeded.
5. Recording, Reporting and Correcting
Unsatisfactory Performance. The certificate
holder must report a failure of a test or check
to the FAA in accordance with
§ 121.1331(f)(1). The pilot must be retrained
and reevaluated to a satisfactory level before
the pilot may begin or be returned to line
operations.
43. Add appendix R to part 121 to
read as follows:
Appendix R to Part 121—Flight
Engineer, Qualification Performance
Standards
A. Crew Resource Management (CRM)
Administration
The flight engineer must demonstrate
knowledge and skills in the technical and
CRM competencies for each particular task.
1. Certain CRM-related procedures must be
associated with flight tasks and their related
flight engineer performance requirements.
These procedures must be evaluated during
job performance training programs.
2. In addition to the CRM-related
procedures, situational awareness must be
evaluated as an integral part of each flight
task and environment. A task is not
completed unless the evaluator has
determined that the flight engineer has
demonstrated knowledge and skills in the
technical and CRM competencies.
3. Additionally, the following CRM
behaviors are required knowledge to be
taught and tested during academic training,
as shown in Attachment 2 of this appendix:
(a) Task: Authority of the Pilot In Command
PO 00000
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(1) The Captain’s authority, including
responsibility for the safety of flight in
routine and emergency conditions
(2) Leadership and command
(3) Chain of command and importance of
chain of command
(b) Task: Communication Processes and
Decisions
(1) Briefing
(2) Inquiry, advocacy, and assertiveness
(3) Self-critique:
(i) Know and respect own limitations
(ii) Know and respect limitations of the
aircraft
(4) Communication with appropriate
personnel
(5) Decisionmaking, including the following:
(i) Recognize problem/opportunity
(ii) Analyze situation
(iii) Consider goals
(iv) Identify alternatives
(v) Consider consequences
(vi) Select the alternative
(vii) Act on the decision
(viii) Accept responsibility
(ix) Evaluate results
(6) Threat and Error Management:
(i) Where threats are events that;
(A) Occur outside the influence of the
flight crew (i.e., not caused by the crew)
(B) Increase the operational complexity of
a flight and/or
(C) Require crew attention and
management
(ii) Where errors are occurrences that:
(A) Lead to a deviation from crew or
organizational intentions or expectations
(B) Reduce safety margins and
(C) Increase the probability of adverse
operational events on the ground or
during flight
(c) Task: Building and Maintenance of a
Flight Team
(1) Leading and following, including the
importance of crewmembers functioning
as a team
(2) Use of interpersonal skills and leadership
styles in a way that fosters crew
effectiveness
(3) Significance of cultural differences
(d) Task: Workload Management and
Situational Awareness
(1) Preparation and planning
(2) Vigilance
(3) Workload distribution
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
(4) Distraction avoidance
(e) Task: Communication and Coordination
(1) Flight deck and cabin chimes and
interphone signals for routine situations
(2) Flight attendant notification to flight crew
that aircraft is ready for movement on
the surface
(3) Flight crew notification to flight attendant
to be seated prior to take-off
(4) Flight attendant recognition of critical
phases of flight
(5) Crewmember coordination and
notification regarding access to flight
deck
(6) Notification to flight attendants of
turbulent air conditions
(7) Notification between flight crew and
flight attendants of emergency or
unusual situations
(8) Notification between flight crew and
flight attendants of inoperative
equipment that is pertinent to flight
attendant duties and responsibilities
(9) Normal and emergency communication
procedures to be used in the event of
inoperative communication equipment
(f) Task: Crewmember Briefing
(1) Crewmember responsibilities regarding
briefings
(2) Flight crew briefing
(3) Flight crew to flight attendant(s) briefings
(4) Flight attendant to flight attendant(s)
briefings
(5) Required information
(6) Security procedures
(7) Communication procedures
(8) Emergency procedures
(9) MELs affecting flight operations and cabin
safety equipment and procedures
(10) Flight information
(g) Task: Communication and Coordination
During a Passenger Interference Situation
(1) Certificate holder’s written program
regarding the handling of passenger
interference, including crewmember
communication and coordination
(2) Techniques for diffusing a passenger
interference situation
(3) Importance of crewmembers and other
employees working as a team
(4) Role of management and crewmember in
follow-up
(5) Actions to report an occurrence of
passenger interference
(h) Task: Communication and Coordination
During an Emergency Situation
(1) Actions for each emergency situation
(2) Importance of notification and who must
be notified
(3) Alternate actions if unable to notify
(4) Communication during preparation for a
planned emergency evacuation,
including the time available, type of
emergency, signal to brace, and special
instructions
Attachment 1 of Appendix R to Part 121
Programmed Hour Requirements for New
Hire, Initial, Transition, Conversion,
Differences, Requalification, Recurrent, and
Special Training Categories (see §§ 121.1205;
121.1331; 121.1333; 121.1335)
Programmed Hour Requirements: Flight
Engineers
1. Baseline and Minimum Programmed
Hours. Table 1A of this attachment sets out
the baseline and minimum programmed
hours for each curriculum category. The FAA
may approve a reduction in the baseline
programmed hours if the certificate holder
demonstrates that the reduction is warranted.
However, reduction below the minimum
authorized programmed hours will require
concurrence from FAA Headquarters.
Individual flightcrew members are not
necessarily required to complete the
programmed hours described in this
attachment. Refer to § 121.1221(f).
2. Required hours for differences and
special training. The hours established for
differences and special training are in
addition to the previously approved
programmed hours for the approved training
program. For differences training
(§ 121.1215), the hours remain in the
differences curriculum category. For special
training (§ 121.1337(c)), the certificate holder
integrates the training into the existing
categories in Table 1A of this attachment.
Therefore, there are no programmed hours in
Table 1A of this attachment for differences
and special training.
TABLE 1A—PROGRAMMED HOURS: FLIGHT ENGINEERS
Training and evaluation
Curriculum categories
Job performance
Academic
Emergency equipment drills and
demonstrations
Ground training and evaluation
New Hire ........................................
Initial ...............................................
Conversion .....................................
Transition .......................................
Recurrent .......................................
Requalification Phase I ..................
Requalification Phase II .................
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Requalification Phase III ................
Differences .....................................
Special ...........................................
Flight training and evaluation
Baseline 24 ................................
Minimum 20 ................................
Baseline 116 ..............................
Minimum 80 ................................
Baseline 68 ................................
Minimum *52 ..............................
Baseline 76 ................................
Minimum 58 ................................
Baseline 18 ................................
(each 9-month recurrent training
period).
Minimum 12 ................................
Baseline 18 ................................
Minimum 12 ................................
Baseline 68 ................................
Minimum *52 ..............................
Baseline 76 ................................
Minimum 58 ................................
Determined by FAA ......................
Developed by Certificate Holder,
Approved by the FAA.
N/A ................................................
.......................................................
Baseline 8 ..................................
Minimum 8 ..................................
Baseline 6 ..................................
Minimum 6 ..................................
Baseline 6 ..................................
Minimum 6 ..................................
Baseline 4 ..................................
(each 9-month recurrent training
period).
Minimum 4 ..................................
Baseline 4 ..................................
Minimum 4 ..................................
Baseline 6 ..................................
Minimum 6 ..................................
Baseline 6 ..................................
Minimum 6 ..................................
Determined by FAA ......................
Developed by Certificate Holder,
Approved by the FAA.
Baseline 4.
Minimum 4.
Baseline 8.
Minimum 8.
Baseline 4.
Minimum 4.
Baseline 6.
Minimum 6.
Baseline 8
(each 36-month period).
Minimum 8.
Baseline 8.
Minimum 8.
Baseline 4.
Minimum 4.
Baseline 6.
Minimum 6.
Determined by FAA.
Determined by FAA.
* Special authorizations for flightcrew members previously qualified in the same crewmember duty position in the same aircraft type for another
certificate holder conducting operations under this part within the preceding 9 months.
Note: If authorized by the FAA, programmed hours may be adjusted for related aircraft (see § 121.1205).
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
Attachment 2 of Appendix R to Part 121
Academic Training and Evaluation
Requirements—Subjects and Tests—for New
Hire, Initial, Transition, Conversion,
Requalification, Recurrent, Differences, and
Special Curriculum Categories
A. Required Academic Training and
Evaluation Subjects by Curriculum Category
29457
(see §§ 121.1221; 121.1223; 121.1225;
121.1331; 121.1343; 121.1361; 121.1363;
121.1365; 121.1367; 121.1377; 121.1381; and
121.1215)
The FAA may allow distance learning for
academic subjects in each area of instruction
unless otherwise indicated.
TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING
New hire
Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Recurrent
(includes
phase I
requalification)
X
........................
........................
........................
........................
........................
X
X
X
18
X
........................
........................
........................
........................
X
........................
........................
........................
........................
X
........................
........................
........................
........................
X
........................
........................
........................
........................
........................
X
X
X
18
X
........................
........................
X
........................
X
........................
X
........................
18
X
........................
........................
X
........................
X
........................
X
18
18
X
X
........................
X
........................
X
........................
X
18
18
X
........................
........................
........................
........................
X
X
X
X*
18
X
X
........................
........................
18
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Area of instruction
individual subject(s) 1
(a) General Subjects:
(1) Duties and responsibilities of flightcrew members
(2) Appropriate requirements of the Federal Aviation
Regulations ...............................................................
(3) General relationship of FAA to the certificate holder ...............................................................................
(4) General overview of the contents of the certificate
holder’s Operating Certificate and Operations Specifications ....................................................................
(5) Meteorology to ensure a practical knowledge of
weather phenomena, including the principles of
frontal systems, icing, fog, thunderstorms, and high
altitude weather situations. Recognizing and avoiding severe weather situations and other hazards .....
(6) Air traffic control systems, airspace, procedures,
and phraseology ........................................................
(7) Navigation and the use of navigation aids, including instrument approach procedures ........................
(8) Development of and operating in the National Airspace System ............................................................
(9) General Concepts of TCAS Operation; ..................
(i) The meaning of Traffic Alerts (TAs),
(ii) The meaning of preventive Resolution
Advisories (RAs),
(iii) The meaning of corrective RAs. TCAS equipment components controls, displays, audio
alerts, and annunciations; interfaces and compatibility with other aircraft systems; TCAS surveillance range versus display range; altitude
ceiling operators; when an intruder will not be
displayed; and TCAS performance on the
ground.
(10) High Altitude Physiology—Operations above
10,000 feet—Aircraft Decompression; Causes and
Recognition of cabin pressure loss; Physiological
Effects and time of useful consciousness; Immediate Actions; Altitude and Flight Level requiring the
wearing of oxygen masks .........................................
(11) Mechanical and Incident Reporting Procedures ...
(12) Voluntary Safety Program and Participation, including ASAP, FOQA, LOSA, and other government and industry accident prevention programs ....
(13) Normal and emergency communications .............
(14) General content, control, and maintenance of applicable portions of the certificate holder’s operating
manual to include the Flightcrew member Operating
Manual (FCOM). Relationship of FCOM to the Airplane Flight Manual ...................................................
(15) Dispatch and flight release procedures. Flight
planning as applicable ..............................................
(b) Crew resource management (CRM):
(1) Task: Authority of the Pilot In Command ................
(i) The Captain’s Authority, including responsibility for the safety of flight in routine and emergency conditions.
(ii) Leadership and command,
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29458
Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
New hire
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Area of instruction
individual subject(s) 1
(iii) Chain of command and importance of chain
of command.
(2) Task: Communication Processes and Decisions ...
(i) Briefing
(ii) Inquiry, advocacy, and assertiveness
(iii) Self-critique
(iv) Communication with available personnel
(v) Decisionmaking.
(vi) Conflict resolution
(3) Task: Building and Maintenance of a Flight Team
(i) Leading and following, including the importance of crewmembers functioning as a team
(ii) Use of interpersonal skills and leadership
styles in a way that fosters crew effectiveness
(iii) Significance of cultural differences
(4) Task: Workload Management and Situational
Awareness .................................................................
(i) Preparation and planning
(ii) Vigilance
(iii) Workload distribution
(iv) Distraction avoidance
(5) Task: Communication and Coordination .................
(i) Flight deck and cabin chimes and interphone
signals for routine situations
(ii) Flight attendant notification to flight crew that
aircraft is ready for movement on the surface
(iii) Flight crew notification to flight attendant to
be seated prior to take-off
(iv) Flight attendant recognition of critical phases
of flight
(v) Crewmember coordination and notification regarding access to flight deck
(vi) Notification to flight attendants of turbulent air
conditions
(vii) Notification between flight crew and flight attendants of emergency or unusual situations
(viii) Notification between flight crew and flight attendants of inoperative equipment that is pertinent to flight attendant duties and responsibilities
(ix) Normal and emergency communication procedures to be used in the event of inoperative
communication equipment
(6) Task: Crewmember Briefing ...................................
(i) Crewmember responsibilities regarding briefings
(ii) Flight crew briefing
(iii) Flight crew to flight attendant(s) briefings
(iv) Flight attendant to flight attendant(s) briefings
(v) Required information
(vi) Security procedures
(vii) Communication procedures
(viii) Emergency procedures
(ix) MELs affecting flight operations and cabin
safety equipment and procedures
(x) Flight information
(7) Task: Communication and Coordination During a
Passenger Interference Situation. .............................
(i) Certificate holder’s written program regarding
the handling of passenger interference, including crewmember communication and coordination
(ii) Techniques for diffusing a passenger interference situation
(iii) Importance of crewmembers and other employees working as a team
(iv) Role of management and crewmember in follow-up
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Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Recurrent
(includes
phase I
requalification)
X
X
........................
........................
18
X
X
........................
........................
18
X
X
........................
........................
18
X
X
........................
........................
18
X
X
........................
........................
18
X
X
........................
........................
18
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29459
TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
New hire
Initial and
phase III
requalification
Transition
Conversion
and phase II
requalification
Recurrent
(includes
phase I
requalification)
X
X
........................
........................
18
........................
........................
X
X
X
X
X
X
18
18
........................
........................
........................
X
X
X
X
X
X
X
X
X
18 2
18
18
........................
X
X
X
18
........................
........................
X
X
X
X
X
X
18
18
X
X
X
X
18
X
........................
........................
X
18
........................
X
X
X
18
........................
X
X
X
18
........................
........................
X
X
X
X
X
X
18
9
........................
X
X
X
18
........................
X
X
X
18
........................
........................
........................
........................
X
X
X
X
X
X
X
X
........................
X
X
X
........................
9
18
18
........................
........................
X
X
X
X
X
X
18
18
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
18
18
18
18
18
18
18
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Area of instruction
individual subject(s) 1
(v) Actions to report an occurrence of passenger
interference
(8) Task: Communication and Coordination During an
Emergency Situation .................................................
(i) Actions for each emergency situation
(ii) Importance of notification and who must be
notified
(iii) Alternate actions if unable to notify
(iv) Communication during preparation for a
planned emergency evacuation, including the
time available, type of emergency, signal to
brace, and special instructions
(c) Aircraft type specific:
(1) Contents of the certificate holder’s operating manual to include the FCOM. Use of any FCOM-based
quick reference handbook (QRH) .............................
(2) Operating limitations ...............................................
(3) Coordination, communication, and methodology
for the performance of each normal, abnormal, and
emergency procedure contained in the FCOM ........
(4) Aircraft systems as described in the FCOM ...........
(5) Instrument procedures and low visibility operations
(6) Airplane performance determinations and flight
planning for all phases of flight .................................
(7) Operations Specifications authorizations and limitations ........................................................................
(8) MMEL, MEL, CDL ...................................................
(9) Emergency communications with passengers and
other crewmembers ..................................................
(10) Storage of and how to administer medicinal oxygen ............................................................................
(11) The certificate holder’s policy and FCOM procedures on the use of command and control automation and criteria for selecting and deselecting appropriate levels of automation (including manual control of flight) must be included in the lateral and
vertical modes of takeoff, approach, and landing .....
(d) Special Hazards:
(1) Preventing controlled flight into terrain (CFIT) and
approach and landing accidents ...............................
(2) Recovery from loss of control due to airplane design, airplane malfunction, human performance, and
atmospheric conditions (or combinations thereof) ....
(3) Low altitude windshear ...........................................
(i) Recognition and avoidance
(ii) Recovery from inadvertent encounter
(4) Takeoff safety: Decisionmaking and high speed
aborts, including propulsion system malfunction
analysis, causes, symptoms, recognition, and the
effects on aircraft performance and handling ...........
(5) Airport surface movement safety and runway incursion prevention .....................................................
(6) Hazards of operating in or near thunderstorms,
turbulent air, icing, hail, volcanic ash, and other potentially hazardous conditions ...................................
(7) Land and hold short operations (LAHSO) ..............
(8) Ground anti-icing, deicing .......................................
(9) Ice accumulation in flight ........................................
(10) Close simultaneous parallel precision approach
operations with Precision Radar Monitor (PRM) ......
(11) Special routes, areas, and airports .......................
(f) International Operations:
(1) Area and route characteristics ................................
(2) Flight planning, charts, course plotting, and tables
(3) Class II Navigation ..................................................
(4) Communications ......................................................
(5) ETOPS or EROS, as applicable .............................
(6) International rules and regulations ..........................
(7) Abnormal Operations ..............................................
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29460
Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
TABLE 2A—REQUIRED ACADEMIC TRAINING SUBJECTS BY CATEGORY OF TRAINING—Continued
New hire
Initial and
phase III requalification
Transition
Conversion
and phase II
requalification
Recurrent
(includes
phase I requalification)
X
X
X
X
18
X
........................
........................
........................
9
........................
........................
X
X
X
X
X
X
9
........................
X
........................
........................
X
........................
X
........................
X
9
18
........................
X
X
X
18
........................
X
X
X
18
........................
........................
........................
X
........................
X
X
........................
X
X
........................
........................
18
........................
........................
........................
X
........................
........................
........................
........................
X
X
X
18
Area of instruction
individual subject(s) 1
(g) Emergency Equipment Training:
(1) Emergency communications with passengers and
other crewmembers ..................................................
(2) Crewmember-specific roles in dealing with crewmember and passenger injury and illness, and disruptive passengers ....................................................
(3) Location and familiarization of contents for first aid
and medical kits ........................................................
(4) Location and use of defibrillator ..............................
(5) Certificate holders blood-borne pathogen awareness program ............................................................
(6) Location and use of emergency exits .....................
(7) Location and use of emergency equipment. Equipment must include: ....................................................
(i) For over water operations: life preservers, flotation seat cushions, life rafts, slides, and slide
rafts
(ii) For ground or water evacuation: escape
ropes, megaphones, flashlight, emergency
lighting, emergency locator transmitters, first
aid kit, slides, slide rafts, fire extinguishers
(each type used), smoke and fume protection
(such as PBE and smoke goggles), megaphones, oxygen (portable, passenger oxygen
system, flight crew masks), supplemental (flight
deck key, demonstration equipment, smoke detectors, trash containers, seat belt extensions)
(8) Fires-in flight and on the ground .............................
(i) Procedures and strategies for prevention
(ii) Classes of fires and correct methods of extinguishing each
(iii) Flight attendant role in exterior, APU, jetway,
and ramp fire
1 If
srobinson on DSK4SPTVN1PROD with PROPOSALS2
authorized by the FAA, subjects may be adjusted for related aircraft (see §§ 121.1205, 121.1215).
2 All abnormal and emergency procedures are required. Only selected normal procedures are required.
‘‘X’’ indicates the subject must be included in the category of training.
‘‘9’’ indicates the subject must be trained every 9 months.
‘‘18’’ indicates that the subject must be trained every 18 months.
* (Conversion training only).
Begin QPS Requirement
B. Academic Evaluation. (see §§ 121.1341
and 121.1343)
1. Knowledge and understanding of each
subject within each area of instruction must
be evaluated by written or computer based
testing at the end of academic training, and
must provide for the following:
(a) A score of 80% or better on each
instructional area is required to be
satisfactory.
(b) A minimum of 5 questions must be
developed for each subject.
(c) Two questions for each subject must be
randomly selected for each test.
(d) The test must be corrected to 100%.
(e) Correction of missed questions must
include a discussion or review of which
answer is correct and why, and why the
person’s original answer was incorrect.
(f) Retraining is required for each
instructional area in which a score of 80% or
better is not achieved.
(g) Examination after retraining of the
student is required for each instructional area
in which retraining was completed.
2. The following standards are for
evaluating the flight engineer performance in
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limitation, systems, and performance and
loading subjects.
(a) Limitations—The flight engineer must
know all of the limitations appropriate to the
airplane with respect to:
(1) Systems and components
(2) Performance
(b) Systems—The flight engineer must
understand and be knowledgeable about the
following subjects (systems and components)
and be able to explain their operation as
described in the FCOM and their
applicability, as appropriate, to the Minimum
Equipment List (MEL), Configuration
Deviation List (CDL), and the operations
specifications:
(1) Landing gear: including, as appropriate,
extension and retraction system(s),
indicators, brakes, anti-skid, tires, nosewheel steering, and shock absorbers
(2) Engine(s) and Auxiliary Power System(s):
including controls and indications,
induction system, carburetor and fuel
injection, turbo-charging, cooling, fire
detection and protection, mounting points,
turbine wheels, compressors, deicing, antiicing, and other related components
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(3) Propellers (if appropriate): including type,
controls, feathering and unfeathering, auto
feather, negative torque sensing,
synchronizing, and synchro-phasing
(4) Fuel system: including capacity, drains,
pumps, controls, indicators, cross-feeding,
transferring, jettison, fuel grade, color and
additives, fueling and de-fueling
procedures, and allowable fuel
substitutions, if applicable
(5) Oil system: including capacity, grade,
quantities, and indicators
(6) Hydraulic system: including capacity
pumps, pressure, reservoirs, grade, and
regulators
(7) Electrical system: including alternators,
generators, battery, circuit breakers and
protection devices, controls, indicators,
and external and auxiliary power sources
and ratings
(8) Environmental systems: including
heating, cooling, ventilation, oxygen and
pressurization, controls, indicators, and
regulating devices
(9) Avionics and communications: including
autopilot; flight director; Electronic Flight
Indicating Systems (EFIS); Flight
Management System(s) (FMS); navigation
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Federal Register / Vol. 76, No. 98 / Friday, May 20, 2011 / Proposed Rules
srobinson on DSK4SPTVN1PROD with PROPOSALS2
systems and components (LORAN; Doppler
Radar; Inertial Navigation Systems; Global
Positioning System such as GPS/DGPS/
WGPS; VOR; NDB; ILS/MLS; RNAV);
indicating devices; transponder; emergency
locator transmitter; electronic flight bags;
Aircraft Communications Addressing and
Reporting System (ACARS), and others, as
may be appropriate
(10) Ice protection (anti-ice and de-ice):
including pitot-static system, propeller (if
appropriate), windshield, wing and tail
surfaces
(11) Crewmember and passenger emergency
equipment and procedures: including
oxygen system, survival gear, emergency
exits, evacuation procedures with crew
duties, and quick donning oxygen mask for
crewmembers and passengers
(12) Flight controls: including ailerons,
elevator(s), rudder(s), control tabs, balance
tabs, stabilizer, flaps, spoilers, leading edge
flaps and slats, and trim systems
(13) Flightdeck automation: including the
certificate holder’s written automation
policy and written operating procedures
for selecting and deselecting appropriate
levels of automation. This must include the
certificate holder’s policy for conducting
CAT II and CAT III approaches when
authorized.
(14) Pneumatic system
(15) Other systems as may be contained in
the FAA-approved Airplane Flight Manual
(c) Performance and Loading—The flight
engineer must understand and be
proficient in the use of the Certificate
Holder’s performance charts, tables,
graphs, and other data relating to the
following areas:
(1) Accelerate—stop distance
(2) Accelerate—go distance
(3) Balanced field
(4) Takeoff performance, all engines and with
engine(s) inoperative, as appropriate
(5) Climb performance including segmented
climb performance; with all engines
operating; with one or more engines
inoperative; and with other engine
malfunctions as appropriate
(6) Service ceiling, all engines, with
engines(s) inoperative, including drift
down, if appropriate
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(7) Cruise performance
(8) Fuel consumption, range, and endurance
(9) Descent performance
(10) Go-around from rejected landings
(11) The effects of meteorological conditions
on performance characteristics with correct
application of these factors to a specific
chart, table, graph or other performance
data
(12) How to determine longitudinal and
lateral center-of-gravity location for a
specific load condition, including how to
add, remove, or shift weight to meet
longitudinal (forward and aft), and lateral
balance limits for takeoff, cruise, and
landing
(13) Planning and application of operational
factors affecting aircraft performance such
as high altitude airports, cluttered and
contaminated runways, ground and inflight icing and other performance data
appropriate to the aircraft
Attachment 3 of Appendix R to Part 121
Job Performance Training Requirements for
all Categories of Training
(Tasks, Environments, Drills, and
Observations With Instruction, Evaluation,
and Simulation Credits)
A. Determining the job performance (flight
training) tasks and environments required for
instruction and evaluation for each category
of training. (see §§ 121.134; 121.136;
121.1221; 121.1223; 121.1225; 121.1331;
121.1339; 121.1341; 121.1343; 121.1345;
121.1347; 121.1349; 121.1351; 121.1353;
121.1361; 121.1363; 121.1365; 121.1367;
121.1377; 121.1379; 121.1381; 121.1383; and
121.1215)
1. Certificate holder responsibilities with
respect to the FCOM and Table 3A.
(a) The certificate holder must use the
FAA-approved FCOM to construct each
curriculum category required by this subpart
in accordance with an FAA-approved job
performance training program. The tasks
listed in the FCOM must reflect the tasks
included in Table 3A of this Attachment, as
amended, and include standard operating
procedures, abnormal procedures, nonnormal procedures, and emergency
procedures, as well as the authorizations
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29461
contained in the certificate holder’s
operations specifications.
(b) If the certificate holder adds tasks or
environments to those listed in Table 3A of
this attachment, those tasks or environments
must be further developed to include the
requirement and frequency for training and
evaluation in each additional task or
environment. These changes must be
reflected in the FCOM and submitted to the
FAA for approval.
(c) If the certificate holder’s operation does
not permit, or the operation of the aircraft
flown by the certificate holder does not
require one or more of the tasks listed in
Table 3A of this attachment, those tasks must
not be included in the FCOM, and, therefore,
are not required to be trained or evaluated.
(d) Changes to the FCOM must be
submitted to the FAA for approval.
2. Job Performance Requirements.
(a) Table 3A of this attachment describes
the flight engineer tasks required for initial,
transition, conversion, and requalification
(phases I, II, and III) training, and the flight
engineer tasks required for the proficiency
check or test conducted for flightcrew
member qualification or certification. Table
3A of this attachment also describes the flight
engineer tasks that are required for the
recurrent proficiency check as well as the
flight engineer training tasks that are
described for the LOFT and the FFS course
of instruction.
(b) When a task is identified as being
required each 9 months during recurrent
training (i.e., an ‘‘X’’ is located in the ‘‘every
9 months’’ column of Table 3A of this
attachment):
(1) This requirement is satisfied by the task
being completed during either the LOFT or
the FFS course of instruction during the 9month period when a proficiency check is
not conducted.
(2) This requirement is satisfied by the task
being completed during the proficiency
check during the 9-month period when a
proficiency check is conducted. The task
does not need to be repeated again during the
accompanying LOFT or FFS course of
instruction.
BILLING CODE 4910–13–P
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BILLING CODE 4910–13–C
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B. Aircraft Emergency Equipment Training
Requirements. Aircraft Emergency
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Procedures Drills and Observations. (see
§§ 121.1205; 121.1215; 121.1233; 121.1255;
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121.1333; 121.1337; 121.1351; 121.1365;
121.1367; 121.1381; 121.1383; 121.1387; and
121.1389)
1. All emergency drills and observations
must be completed within the time frames
specified in Table 3A.
2. In accordance with Table 3A of this
attachment, each flightcrew member must
perform individual hands on training and
evaluation demonstrations through
individual performance drills using the
specified emergency equipment, or
participate as part of a group of persons
completing a specific drill through group
performance drills.
3. During group performance drills, it is
not necessary for each flightcrew member to
complete each task in the performance drill;
however, each flightcrew member must
observe the actions and activities of the other
persons who are completing the performance
drill tasks.
4. In accordance with Table 3A of this
attachment, each flightcrew member must
observe a specific procedural drill being
conducted by other persons (an observation
drill) in a live setting or through an audiovisual medium.
5. Each flightcrew member must operate
each exit on each aircraft type on which the
flightcrew member is to serve in both the
normal and emergency modes, including the
actions and forces required in the
deployment of emergency evacuation slides.
6. Each flightcrew member must complete
the required emergency training drills during
the specified training periods, using those
items of installed emergency equipment for
each aircraft type on which the flightcrew
member is to serve.
7. Each piece of emergency equipment and
training device must be in its fully secured,
pinned, bracketed, or stowed condition, as
installed on the aircraft, prior to being
operated by each flightcrew member during
each performance drill. The removal and
stowage of each piece of emergency
equipment may be completed separately from
the performance drill as part of the
equipment mountings drill.
8. Flightcrew members must demonstrate
proficiency by completing each performance
drill without reference to any guidance
material or instruction.
9. Individual evaluations of each flightcrew
member’s performance by an instructor is
required. Flightcrew members who do not
complete emergency training drills must be
retrained in accordance with the certificate
holder’s approved training program prior to
reevaluation.
C. Determining the level of FSTD that must
be used for training, evaluation, and recent
experience. (see §§ 121.1345; 121.1349; and
121.1351)
To use an FSTD for training, evaluation,
and recent experience the following general
requirements must be met. The code shown
in Table 3B of this attachment for the task or
environment indicates the lowest FSTD
qualification level that may be used.
1. General Requirements.
In addition to the approval of the FAA
required by part 121, to be used for any task
or environment, an FSTD must:
(a) Have a qualification level assigned in
accordance with part 60 of this chapter.
(b) Be maintained in accordance with part
60 of this chapter.
(c) Have all of the aircraft and FSTD
systems installed and operating that are
necessary to complete the task or
environment.
(d) Be operated in accordance with § 60.25
of this chapter, Operation with Missing,
Malfunctioning, or Inoperative Components.
(e) Have the qualification level indicated in
Table 3B of this attachment, or a higher
qualification level, for the task or
environment and the category of training
indicated. Certain tasks may be trained in an
FSTD at a different level than required for
evaluating that specific task. The instructor
must observe the flight engineer perform the
task to proficiency in the level of FSTD
required for the evaluation prior to the
evaluation by a check person.
2. LOFT Requirements. For Qualification
LOFT, or Recurrent LOFT, a FFS at level A,
B, C, or D must be used.
3. Takeoff and Landing 90 Day Recency of
Experience.
For maintaining recency of experience in a
FFS, a level B, C, or D must be used. For
regaining recency of experience, a level C or
D is required.
4. FFS Requirements for Training and
Evaluation.
(a) The training session immediately
preceding the proficiency test or check, as
well as the proficiency test or check
administered at the conclusion of initial,
transition, conversion, upgrade, or
requalification training, must be conducted
in no more than two levels of FFS.
(b) The recurrent training and evaluation
(proficiency test or check) administered as
part of the recurrent qualification
requirements may only be conducted in one
level of FFS. The level of FFS that is required
is the lowest level in which all tasks that
must be completed can be accomplished in
that level of FFS. For recurrent training, this
is at least a level A FFS; for the proficiency
test or check, this is at least a level B FFS.
TABLE 3B—MINIMUM FSTD REQUIRED FOR CREDIT
Curriculum category
Initial, transition, conversion,
upgrade, and requalification
Flight engineering tasks each task may be performed in the FSTD level
specified or any higher level of FSTD.
Recurrent
The training
session
immediately
preceding, and
the Proficiency
Test or check 2
Training 1
Training
(LOFT or FFS
course of
instruction)
Proficiency
test or check 3
A
A
A
A
B
B
All Operations:
Normal Procedures .................................................................................
Operation of Systems and Controls at the Flight Engineer’s Panel .......
1.3
Human Factors and CRM .......................................................................
Must be incorporated throughout training and evaluation.
1.4
Aircraft Handling Standards ....................................................................
As authorized for each task or environment.
1.5
ATC Communications and Procedures ...................................................
As authorized for each task or environment.
1.6
srobinson on DSK4SPTVN1PROD with PROPOSALS2
1.0
1.1
1.2
Seat Dependent Training ........................................................................
See Paragraph D3 of This Attachment
1.7
MEL Relief ...............................................................................................
Incorporated periodically throughout training.
2.0
2.1
2.2
Preflight Procedures:
Planning and use of checklists ...............................................................
Flight Deck Inspection .............................................................................
2.3
Cabin Inspection .....................................................................................
Aircraft or approved pictorial means.
2.4
Exterior Inspection ..................................................................................
Aircraft or approved pictorial means.
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TABLE 3B—MINIMUM FSTD REQUIRED FOR CREDIT—Continued
Curriculum category
Initial, transition, conversion,
upgrade, and requalification
Flight engineering tasks each task may be performed in the FSTD level
specified or any higher level of FSTD.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Navigation System Setup ........................................................................
Ground Operations:
Engine Start ............................................................................................
3.1.1 Normal ...........................................................................................
3.1.2 Non-Normal ...................................................................................
3.2 Pushback and Powerback ......................................................................
3.3 Taxi ..........................................................................................................
3.4 Pre-Takeoff Procedures ..........................................................................
3.5 Deicing Before Takeoff ...........................................................................
3.6 Anti-Icing (after start, before takeoff) ......................................................
3.7 High Density Altitude Runway Operations ..............................................
3.8 After Landing ...........................................................................................
3.9 Parking and Securing ..............................................................................
4.0 Takeoff:
4.1 Normal and Crosswind—All Engines Operating .....................................
4.2 Instrument with Lowest Authorized RVR ................................................
4.3 With Engine Failure
4.3.1 Between V1 and VR .......................................................................
4.3.2 Between VR and 500 ft. above field elevation ..............................
4.4 Rejected With Lowest Authorized RVR ..................................................
4.5 Contaminated Runway Operations .........................................................
4.6 Takeoff from High Density Altitude Runways .........................................
5.0 In Flight Tasks and Aircraft Handling:
5.1 Slow Flight ...............................................................................................
5.2 Recognition of, and Recovery from, Approach to Stall
5.2.1. Clean configuration ......................................................................
5.2.2. Takeoff or maneuvering configuration .........................................
5.2.3. Landing configuration ...................................................................
5.3 Asymmetric Thrust ..................................................................................
5.3.1 Engine Shutdown
5.3.2 Maneuvering with One Engine Inoperative
5.3.3 Engine Restart
5.3.4 One Engine Inoperative En Route ................................................
5.4 Runaway Trim or Stabilizer .....................................................................
5.5 Jammed Trim or Stabilizer ......................................................................
5.6 Upset Recognition and Recovery ...........................................................
5.7 Turns with and without Spoilers ..............................................................
5.8 Stability Augmentation Inoperative .........................................................
5.9 Mach Tuck and Mach Buffet ...................................................................
5.10 Recovery from High Sink Rate inside final approach fix ......................
5.11 Flight Envelope Protection Demonstration ............................................
5.12 Windshear Avoidance and Encounter.
5.12.1 Takeoff ........................................................................................
5.12.2 Departure ....................................................................................
5.12.3 Approach .....................................................................................
5.13 Traffic Avoidance (TCAS) .....................................................................
5.14 CFIT/Terrain Avoidance (GPWS, EGPWS or TAWS) ..........................
5.15 Structural Icing, Airborne ......................................................................
5.16 Thunderstorm Avoidance Departure and Arrival
5.17 ETOPS Procedures ...............................................................................
5.18 Anti-Icing prior to descent/approach .....................................................
6.0 Instrument Procedures:
6.1 Instrument Departure or Arrival ...............................................................
6.2 Holding ....................................................................................................
6.3 Approach Transition ................................................................................
6.4 Manually Controlled Departure and Arrival .............................................
7.0 Approaches:
7.1 Instrument Approaches
7.1.1 Precision Approach .......................................................................
7.1.2 Non-Precision Approach ...............................................................
7.2 Visual Approach ......................................................................................
8.0 Missed Approach:
8.1 All Engines Operating .............................................................................
8.2 One Engine Inoperative ..........................................................................
8.3 From Circle to Land ................................................................................
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The training
session
immediately
preceding, and
the Proficiency
Test or check 2
Training
(LOFT or FFS
course of
instruction)
Proficiency
test or check 3
4
A
A
B
4
4
4
A
A
4
4
4
A
4
A
A
A
A
A
4D
A
A
A
A
A
A
A
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A
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B
B
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B
B
B
B
B
B
B
B
A
A
D
A
A
A
B
B
A
A
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A
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4D
A
B
A
A
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A
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4D
A
A
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A
4D
A
A
A
4D
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
A
A
A
5, 7 6
76
A
A
6
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
B
B
B
B
B
B
B
B
B
6
6
6
A
A
A
A
A
A
A
A
A
B
B
B
B
A
A
A
4D
A
A
A
B
B
B
A
A
A
4D
A
A
A
B
B
B
Training 1
2.5
3.0
3.1
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A
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TABLE 3B—MINIMUM FSTD REQUIRED FOR CREDIT—Continued
Curriculum category
Initial, transition, conversion,
upgrade, and requalification
Flight engineering tasks each task may be performed in the FSTD level
specified or any higher level of FSTD.
The training
session
immediately
preceding, and
the Proficiency
Test or check 2
Training
(LOFT or FFS
course of
instruction)
Proficiency
test or check 3
A
A
A
B
A
4D
A
B
A
A
A
A
A
A
A
A
A
6A
6A
A
A
4D
B
B
B
B
B
A
A
6A
6A
4D
4D
A
A
A
A
A
A
A
A
A
6A
6A
A
A
B
B
B
B
B
B
B
B
B
B
B
B
B
4
........................
4
4
5
4
4
4
4
4
4
4
4
5
4
5
5
4
4
5
4
5
4
4
4
5
4
4
A
........................
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
........................
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
B
........................
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
B
4
4
5
4
4
A
6A
5
5
A
A
A
A
A
A
6A
A
6A
A
A
A
A
A
A
6A
A
A
B
B
B
B
B
B
6B
B
6B
Training 1
8.4
9.0
9.1
9.2
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Descending Break-Out Maneuver from PRM Approach .........................
Landing:
All Engines Operating (including crosswind) ..........................................
Engine(s) Inoperative
9.2.1 One Engine Inoperative ................................................................
9.2.2 Two Engines Inoperative (3 and 4 Engine Aircraft) .....................
9.3 From a Precision Approach ....................................................................
9.4 From a Non-Precision Approach .............................................................
9.5 From a Visual Approach .........................................................................
9.6 From Circle to land (if authorized) ..........................................................
9.7 Recovery from a Bounced Landing ........................................................
9.8 Rejected Landing ....................................................................................
9.9 From Zero or Partial Flaps Approach .....................................................
9.10 Using Enhanced Flight Visual System—EFVS .....................................
9.11 Using Head-Up Display—HUD .............................................................
9.12 Landing on Contaminated Runways .....................................................
9.13 Landing at High Density Altitude Runways ...........................................
10.0 Abnormal Procedures:
10.1 Un-annunciated .....................................................................................
10.2.0 Systems ..............................................................................................
10.2.1 Air Conditioning ..................................................................................
10.2.2 APU ....................................................................................................
10.2.3 Autopilot .............................................................................................
10.2.4 Brakes ................................................................................................
10.2.5 Communications .................................................................................
10.2.6 Doors ..................................................................................................
10.2.7 Electrical Power .................................................................................
10.2.8 Emergency Equipment .......................................................................
10.2.9 Engine ................................................................................................
10.2.10 Fire Protection ..................................................................................
10.2.11 Flaps .................................................................................................
10.2.12 Flight Controls ..................................................................................
10.2.13 Fuel ..................................................................................................
10.2.14 EGPWS or TAWS ............................................................................
10.2.15 HUD ..................................................................................................
10.2.16 Hydraulic Power ...............................................................................
10.2.17 Ice and Rain Protection ...................................................................
10.2.18 Instruments .......................................................................................
10.2.19 Landing Gear ...................................................................................
10.2.20 Navigation ........................................................................................
10.2.21 Oxygen .............................................................................................
10.2.22 Pneumatic ........................................................................................
10.2.23 Propellers .........................................................................................
10.2.24 Stall Warning ....................................................................................
10.2.25 Thrust Reversers ..............................................................................
10.2.26 Warning Systems (various) ..............................................................
11.0 Emergency Procedures:
11.1 Fire or Smoke in Aircraft .......................................................................
11.2 Ditching .................................................................................................
11.3 Emergency Descent ..............................................................................
11.4 Rapid Decompression ...........................................................................
11.5 Emergency Evacuation .........................................................................
11.6 Engine Fire, Severe Damage, or Separation ........................................
11.7 Landing with Degraded Flight Controls .................................................
11.8 Pilot Incapacitation ................................................................................
11.9 All other emergencies in accordance with the FCOM ..........................
Recurrent
4D
Footnotes:
1 Where Level 4 or 5 FTD is shown, all systems (and systems interoperability) necessary for the task must be installed in the FTD and operating correctly.
2 A maximum of 2 levels of FFS may be used to complete the proficiency test following initial, transition, conversion, upgrade, or requalification
training.
3 Only one level of FFS may be used to complete the recurrent proficiency test or check. The level of FFS that is required for the recurrent proficiency test or check is the lowest level in which all tasks that must be completed can be accomplished.
4 See paragraph C.5 of this attachment for requirements to use Level C FFS in place of Level D FFS.
5 Interactive Computer Based Instruction is an acceptable method for training.
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6 Check
7 The
for appropriate system installation and for FSTD qualification for this task.
FTD may be used, but a visual system meeting Level A FFS requirements must be installed and working properly.
D. Persons Authorized to Administer Flight
Engineer Training, Evaluation, and
Observation Activities Under Subpart BB.
(see §§ 121.1347; 121.1349; 121.1251;
121.1253; 121.1255; 121.1257; 121.1271;
supervise and observe instructors and check
flight engineers.
121.1281; 121.1341; 121.1377; 121.1379;
121.1381; 121.1383; 121.1385; and 121.1215)
Table 3C of this attachment identifies who
must administer certain required training and
evaluation for flight engineers, and who must
TABLE 3C—PERSONS ELIGIBLE TO BE AUTHORIZED TO ADMINISTER FLIGHT ENGINEER TRAINING, EVALUATION, AND
OBSERVATION ACTIVITIES UNDER SUBPART BB *
Affiliation and position
Contractor
Other than
Part 142 or
other Part 119
certificate
holder
Flight Engineer
Training, Evaluation,
and Observation
Activities Under
Subpart BB (by aircraft
type)
Academic (Ground
School) Training
Job Performance
(Flight) Training
Certificate or Rating Examination
Proficiency Test/Check
(Initial, Transition,
Conversion, Recurrent, Requalification)
LOFT/FFS Course of
Instruction
Supervision of Operating Experience
Observation of:
• Flight Engineer
Instructor—Initial
• Flight Engineer
Instructor—Recurring
• Check Flight Engineer—Initial
• Check Flight Engineer—Recurring
Part 142 or other Part 119 certificate holder
The Part 119 certificate holder
Ground
Instructor
Ground
Instructor
Flight
Instructor
Ground
Instructor
Flight
Instructor
Check
Flight
Engineer
Aircrew
Program
Designee
X
X
X
X
........................
........................
........................
........................
........................
X
........................
X
........................
........................
........................
........................
........................
........................
........................
........................
X
........................
........................
........................
........................
........................
X1
X
........................
........................
........................
........................
X2
X
........................
........................
........................
........................
........................
........................
X3
........................
........................
........................
........................
........................
........................
X
........................
........................
........................
........................
........................
........................
X
........................
........................
........................
........................
........................
........................
........................
X4
........................
........................
........................
........................
........................
X
X4
srobinson on DSK4SPTVN1PROD with PROPOSALS2
* See § 121.1343 for special limited authorizations for Initial Cadre Personnel. When POI authorization is required, the designation will specifically state the authorizations granted to the instructor, check flight engineer, or APD. Part 142 TCEs and other part 119 certificate holders’ check
flight engineers may be qualified and authorized as check flight engineers or APDs by the part 119 certificate holders’ POI in accordance with
subpart BB of this part. When qualified and authorized, these check flight engineers and APDs are considered a component of the part 119 certificate holders’ training program resources.
1 When the proficiency test does not involve the issuance of a certificate or rating, a check flight engineer may conduct a Proficiency Test.
2 With POI authorization, employees of the part 119 certificate holder who are specifically designated flight engineer instructors may conduct
Qualification LOFT and Proficiency Reviews.
3 In addition to the check flight engineer, supervision of flight engineer operating experience may also be conducted by a check pilot, a IOE
pilot, or a flight engineer who has been specifically authorized by the POI.
4 With POI authorization, employees of the part 119 certificate holder who are designated as APDs and specifically designated to do so, may
conduct the Initial or Recurring check flight engineer observation.
E. Administering Evaluations. (see
§§ 121.1221; 121.1253; 121.1257; 121.1271;
121.1281; 121.1341; 121.1343; 121.1361;
121.1363; 121.1365; 121.1367; 121.1377;
121.1379; 121.1381; 121.1383; and 121.1215)
The following requirements apply to the
evaluation activity indicated. Refer to Table
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3D of this attachment for who may
administer each type of evaluation.
1. Proficiency Tests or Checks.
Proficiency tests or checks must be
administered for first time qualification in a
duty position. Employees of the certificate
holder who are used or will be used in the
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certificate holder’s operations and who have
completed all of the required training may
use the proficiency test to obtain a certificate
or rating.
2. Other Assessments.
(a) After qualification, the flight engineer’s
performance in all job performance training
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activities (including LOFT) must be assessed
for a satisfactory level of task proficiency
based upon this QPS.
(b) During a scheduled FSTD course of
instruction (other than LOFT), if a task is
performed unsatisfactorily the flight engineer
may retrain on the unsatisfactory task;
however, all scheduled tasks, including any
retraining, must be completed within the
approved scheduled time period.
3. Satisfactory or Unsatisfactory
Performance.
(a) No evaluator or instructor may assess
the flight engineer’s performance as
satisfactory unless that flight engineer:
(1) Performs the tasks in accordance with
the standards and tolerances established in
the QPS.
(2) Demonstrates mastery of the aircraft or
simulated aircraft with the successful
outcome of each task never in doubt.
However, when the flight engineer recognizes
that an action taken was not correct, or
recognizes that an action should have been
taken and was not, and then the flight
engineer either corrects the action taken or
takes the appropriate action to correct the
situation, the task may be assessed as
satisfactory and the ‘‘error’’ portion of ‘‘threat
and error management’’ may be assessed as
satisfactory as well.
(3) Except as described in paragraph 3(a)(2)
of this attachment, demonstrates performance
such that no corrective or instructive action
is required by another flightcrew member to
maintain safe flight.
(4) Demonstrates CRM competencies in
accordance with duties outlined in the
FCOM requiring crew interactions, including
in a crew briefing before each takeoff and
before each approach.
(5) Demonstrates sound judgment.
(b) The evaluator or instructor must assess
a flight engineer’s performance as
unsatisfactory if the flight engineer fails to
take prompt corrective action when
tolerances are exceeded.
5. Recording, Reporting and Correcting
Unsatisfactory Performance.
The certificate holder must report a failure
of a test, check, or review to the FAA in
accordance with § 121.1331(f)(1). The flight
engineer must be retrained and reevaluated
to a satisfactory level before the flight
engineer may begin or be returned to line
operations.
44. Add appendix S to part 121 to
read as follows:
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Appendix S to Part 121—Flight
Attendant Qualification Performance
Standards
This appendix supplements the
requirements for flight attendants contained
in subpart BB of this part (§§ 121.1201–
121.1399).
Table of Contents
A. Crew Resource Management (CRM).
B. Continuous analysis process. (See
§ 121.1355)
ATTACHMENT 1. Flight Attendant
Evaluation Requirements and
Programmed Hours (see §§ 121.1301;
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121.1331; 121.1335; 121.1341; 121.1343;
and 121.1361).
ATTACHMENT 2. Flight Attendant
Training—Task Requirements and
Performance Standards by Area of
Instruction (see §§ 121.1301; 121.1331;
121.1333; 121.1341; and 121.1361).
ATTACHMENT 3. Training and Evaluation
Requirements for Flight Attendant
Curriculums (Basic Qualification),
Curriculum Categories (New Hire, Initial,
Transition, Emergency, Recurrent, and
Requalification), and Aircraft Operating
Experience (see §§ 121.1301; 121.1303;
121.1309; 121.1331; 121.1341; 121.1361;
121.1363; 121.1369; 121.1373; and
121.1375)
A. Crew Resource Management (CRM).
The flight attendant must demonstrate
knowledge and skills in the technical and
CRM competencies for each particular task.
1. Certain CRM-related knowledge and
skills must be associated with one or more
flight attendant performance tasks and must
be evaluated during flight attendant training
as shown in Attachment 2 of this appendix.
2. The flight attendant must demonstrate
knowledge and skills in both the technical
and CRM competencies for each task. A task
is not completed unless the evaluator has
determined that the flight attendant has
demonstrated knowledge and skills in the
technical and CRM competencies.
B. Continuous Analysis Process (See
§ 121.1355).
A continuous analysis process is
incorporated in this QPS through integration
with the qualification and training program.
The certificate holder is responsible for
designating responsibility for the process.
The certificate holder must ensure
appropriate and adequate assessment tools
which may include testing, checking,
critique, inspection, observation,
documenting, evaluation, and analysis. The
assessment tools are utilized to enable the
certificate holder to validate the effectiveness
of the qualification and training program, or
the need to change that program. The
certificate holder must describe the attributes
of the continuous analysis process in the
certificate holder’s FAA approved training
program.
Attachment 1 of Appendix S to Part 121
Flight Attendant Evaluation Requirements
and Programmed Hours (§ 121.1331)
A. EVALUATION REQUIREMENTS (see
§§ 121.1301, 121.1331, 121.1341, 121.1343,
121.1361)
1. Proficiency Checks.
If an evaluator conducting proficiency
checks provides training, the training must
be conducted as follows:
(a) No more than two tasks may be trained
and no more than a total of three attempts
(including the first unsatisfactory, a
rehearsal, and a final assessment) in each of
the tasks are permitted.
(b) Three or more unsatisfactory tasks, or
failure to demonstrate satisfactory
performance in three attempts at any one
task, makes the check unsatisfactory.
2. Proficiency Tests.
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(a) Evaluators who conduct proficiency
tests may not provide training to the flight
attendant during the test.
(b) If, in the judgment of the evaluator, the
flight attendant’s performance of any task
during a proficiency test is unsatisfactory, the
test in that task is failed.
(c) When a flight attendant fails a
proficiency test, the flight attendant must be
retrained in the task and reevaluated on the
schedule specified in the certificate holder’s
approved training program.
3. Academic Checks. Evaluators who
conduct academic checks during aircraft
operating experience may provide training to
the flight attendant during the academic
check as follows:
(a) No more than two tasks may be trained,
and no more than a total of three attempts to
complete a academic check in each of the
tasks is allowed.
(b) Three or more unsatisfactory tasks, or
failure to satisfactorily complete a academic
check in three attempts at any one task,
makes the check unsatisfactory.
4. Qualified Evaluators. Evaluations may
only be conducted by those persons as
outlined in Table 3A of this Attachment.
B. PROGRAMMED HOURS (see
§§ 121.1335, 121.1361)
1. Baseline and Minimum Programmed
Hours (see §§ 121.1335, 121.1361). Table 1A
of this attachment sets out the baseline and
Table 1B of this attachment sets out the
minimum programmed hours for each
curriculum category. The baseline
programmed hours may be reduced after
demonstration that the reduction is
warranted and approved by the
Administrator. The FAA may approve a
reduction in baseline programmed hours if
the certificate holder demonstrates that the
reduction is warranted. The FAA will not
approve a reduction in the programmed
hours below the minimum programmed
hours.
2. Required hours for requalification (see
§§ 121.1309, 121.1361). The hours
established for requalification (§ 121.1309)
are for individuals in specific circumstances
based on the requirements in § 121.1309.
Therefore, there are no programmed hours in
Tables 1A and 1B of this attachment for
requalification training.
3. Required hours for differences and
special curriculum categories (see
§§ 121.1337, 121.1361). The hours
established for differences and special are in
addition to the previously approved
programmed hours for the approved training
program. For differences (§ 121.1215), the
programmed hours remain in the differences
curriculum category. For special
(§ 121.1337(c)), the certificate holder
integrates the training into the existing
categories in Table 1A of this attachment.
Therefore, there are no programmed hours in
Table 1A or Table 1B of this attachment for
differences and special training.
4. Security. Security training and
evaluation programmed hours required for
crewmembers by the Transportation Security
Administration (TSA) may not be included in
the required programmed hours contained in
Tables 1A and 1B of this attachment.
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TABLE 1A—FLIGHT ATTENDANTS
BASELINE PROGRAMMED HOURS* BY CURRICULUM CATEGORY
[See § 121.1335]
Curriculum Category
Initial
Training
New hire
General
topics
Each
aircraft
type
Recurrent
(Turbojet)
Recurrent
(Turboprop)
Emergency
training
Transition
(each
additional
aircraft
type)
1 to 5
types
aircraft
6 to 9
types
aircraft
10 to 13
types
aircraft
Any number
of aircraft
types
Academic .............................
20
8
8
8**
8
8
8
8
3
Job Performance ..................
20
4
4
16**
4
4
6
7
2
Total ..............................
40
12
12
24**
12
12
13
14
5
* Programmed hours do not include differences training, as required in § 121.1215.
** Academic and job performance programmed hours are each reducible by 1 hour if the flight attendant is not qualified to serve in extended
overwater operations.
TABLE 1B—FLIGHT ATTENDANTS
MINIMUM PROGRAMMED HOURS* BY CURRICULUM CATEGORY
[See § 121.1335]
Curriculum Category
Initial
Training
New Hire
General
Topics
Academic .............................
16
Job Performance ..................
16
Total ..............................
32
Each
aircraft
type
Emergency
Training
Transition
(each
additional
aircraft
type)
6
Not
reducible
2
Recurrent
(Turbojet)
1 to 5
types
aircraft
6 to 9
types
aircraft
Recurrent
(Turboprop)
10 to 13
types
aircraft
Any number
of aircraft
types
6
Not
reducible
2
8
Not reducible .
8
* Programmed hours do not include differences training, as required in § 121.1215.
5. Periods of time when training is not
occurring, such as lunch or travel between
facilities, do not count toward required
programmed hours. Reasonably scheduled
breaks will not be subtracted from
programmed hours.
Attachment 2 of Appendix S to Part 121
Tasks For Flight Attendant Training Task
Requirements and Performance Standards
by Area of Instruction
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Table of Contents
I. Introduction (see §§ 121.1301, 121.1331,
121.1333, 121.1341, 121.1361)
II. General Task Requirements (see
§§ 121.1301, 121.1331, 121.1333,
121.1341, 121.1361, 121.1373)
A. Area of Instruction: Flight Attendant
Duties and Responsibilities—Normal
Operations (see § 121.1363)
1. Subject: Preflight
2. Subject: Pre-Movement on the surface
3. Subject: Ground Movement
4. Subject: In-Flight
5. Subject: Arrival
6. Subject: During Stops
7. Subject: Federal Aviation Regulations
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8. Subject: General Contents, Control and
Maintenance of Applicable Portions of
the Certificate Holder’s Manual
9. Subject: Contents of the Certificate
Holder’s Operations Specifications
10. Subject: Crew Resource Management
11. Subject: Theory of Flight
B. Area of Instruction: Flight Attendant
Duties and Responsibilities—Abnormal
Situations (see § 121.1369)
1. Subject: Handling Passengers Whose
Conduct May Jeopardize Safety
2. [Reserved]
C. Flight Attendant Duties and
Responsibilities—Emergency (see
§ 121.1373)
1. Subject: Emergency Equipment
2. Subject: Emergency Situations
III. Aircraft Specific Task Requirements (see
§ 121.1369)
A. For Each Aircraft Type
1. Subject: A General Description of the
Aircraft
2. [Reserved]
B. [Reserved]
IV. Emergency Training Drill Requirements
(see § 121.1373)
V. Emergency Training Drills—General (see
§ 121.1373)
A. Subject: Job Performance Drills
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B. Subject: One Time Job Performance
Drills
C. Subject: Observation Drills
VI. Emergency Training Drills—Aircraft
Specific (see § 121.1373)
A. Subject: Exit Device Operation (see
§ 121.1373)
B. [Reserved]
I. Introduction (see §§ 121.1301, 121.1331,
121.1333, 121.1341, 121.1361)
A. This attachment establishes task
requirements and performance standards.
Sections II. General Task Requirements and
III. Aircraft Specific Task Requirements of
this attachment list the academic
requirements to the subtask level. Sections
IV. Emergency Training Drills Requirements,
V. Emergency Training Drills—General, and
VI. Emergency Training Drills—Aircraft
Specific list the performance requirements to
the task level. Attachment 3 of this appendix
lists the tasks that must be trained and
evaluated for each curriculum category.
Attachment 3 of this appendix includes
tables that contain the various combinations
of academic and job performance tasks taken
from attachment 2, that, when combined,
make up the requirements for training in
each of the required training categories. (see
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§§ 121.1301, 121.1331, 121.1333, 121.1341,
121.1361)
B. Each certificate holder must have a
training program that includes the areas of
instruction, subjects, tasks, subtasks, and
performance standards in this attachment.
The certificate holder must use this
Attachment to determine the tasks on which
each flight attendant must be trained and
evaluated for each curriculum category in
accordance with their FAA approved training
program. The tasks listed in the FAOM do
not have to include the level of detail
provided to flight attendants in the approved
training program, but must be to a level of
detail that ensures flight attendants are able
to perform their duties with a high level of
safety. The tasks listed in the FAOM must
also be consistent with the approved training
program, as amended, and include standard
operating procedures, abnormal procedures,
non-normal procedures, and emergency
procedures, as well as the authorizations
contained in the certificate holder’s
operations specifications, as appropriate. (see
§§ 121.1301, 121.1331)
C. Training under each task is required
except when a particular piece of equipment
is not on an aircraft in which the flight
attendant is to serve or a procedure is not
applicable to operations conducted by the
certificate holder for the aircraft on which the
flight attendant serves. (see §§ 121.1301,
121.1361)
D. The flight attendant must demonstrate
that he or she is able to meet the academic
and job performance standards in this QPS.
(see §§ 121.1301, 121.1335, 121.1341,
121.1343, 121.1361)
E. In Attachment 3, training is required in
all areas for persons who are qualifying for
the first time in a flight attendant duty
position for a certificate holder, and selected
portions are required for persons required to
complete requalification, transition, and
recurrent training. (see §§ 121.1301,
121.1303, 121.1309, 121.1341, 121.1361,
121.1363, 121.1369, 121.1373, 121.1375)
F. Recurrent job performance training and
evaluation must include training and
evaluation at the subtask level. Recurrent
academic training and evaluation must
include training and evaluation at the task
level. Recurrent academic subjects are
identified on Table 3C of Attachment 3 of
this appendix by a ‘‘T.’’ (see §§ 121.1303,
121.1361, 121.1375)
G. Each subject in recurrent must be
trained and evaluated every year during
recurrent and must include all changes made
to the subject matter in the curriculum
categories in the basic qualification
curriculum. Some tasks, as indicated in Table
3C of this appendix, must be trained and
evaluated every year. Other tasks, as
indicated in Table 3C of this appendix, must
be trained and evaluated at least once every
3 years. The certificate holder is not required
to use the subtasks for training and
evaluation. (see §§ 121.1303, 121.1361,
121.1375)
H. Knowledge and understanding of each
subject within each area of instruction must
be evaluated by written, oral, or electronic
based testing at the end of academic training.
When a written, oral, or electronic test is
used:
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(a) Each certificate holder must develop an
examination question repository that
includes a minimum number of 2 questions
for each task under each subject.
(b) Each test must contain questions, as
required by the academic test requirements of
Table 3B and Table 3C of this appendix, from
the examination question repository.
(c) A score of 80% or better on each
instructional area is required to be
satisfactory.
(d) The test must be corrected to 100%.
(e) Correction of missed questions must
include a discussion of the correct answer
and why the person’s original answer was
incorrect.
(f) Reevaluation is required for each
instructional area in which a score of 80% or
better is not achieved. (see §§ 121.1341,
121.1343, 121.1361)
(g) The form and content of the
reevaluation must be approved by the
Administrator. (see §§ 121.1341, 121.1343,
121.1361)
I. The certificate holder must conduct a
proficiency test so that the flight attendant
physically performs the required task and
meets the performance standards in
Attachment 2 of the Flight Attendant QPS.
(see §§ 121.1341,121.1361)
II. General Task Requirements (see
§§ 121.1301, 121.1331, 121.1333, 121.1341,
121.1361, 121.1373)
A. Area of Instruction: Flight Attendant
Duties and Responsibilities—Normal
Operations (see § 121.1363)
1. Subject: Preflight
(a) Task: General (Preflight)
Subtasks:
(1) Review all certificate holder issued
memorandums and orders
(2) Verify currency of FAOM
(3) Ensure presence of certificate holder
required items
(4) Attend or provide crewmember briefing
(5) Stow crew baggage and personal carryon baggage properly
(6) Stow the FAOM properly so it is
accessible when performing duties
(7) Identify seats with movable aisle
armrests for seating of passengers with
disabilities
(8) Adjust cabin lighting in accordance
with certificate holder’s procedures
(9) Report safety discrepancies to the PIC
(10) Report any discrepancies in the
aircraft cabin, systems, and equipment in
accordance with certificate holder
procedures
(11) Cabin position specific duties as
defined in the FAOM
(b) Task: Crewmember Briefing (Preflight)
Subtasks:
(1) Security procedures
(2) Communication procedures
(3) Emergency procedures
(4) MELs with any effect on cabin safety
equipment or procedures
(5) Flight information
(6) Review and follow procedures
concerning supernumerary personnel
(c) Task: Cabin and Galley Security
(Preflight)
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Subtask: Implement cabin and galley
security procedures in accordance with
certificate holder’s security program
(d) Task: Check of Emergency Equipment
(Preflight)
Subtasks:
(1) Proper preflight techniques
(2) Procedures to be followed if equipment
fails to meet preflight requirements
(3) Check the flight attendant jumpseat and
restraint system, including automatic seat
retraction, proper operation, no missing or
broken components on flight attendant jump
seat, and presence of jumpseat headrest
(4) Check flight attendant panel to ensure
switches, controls, and indicators are
working
(5) Verify no abnormal indications are
present on any panels or gauges
(6) Check portable oxygen equipment
(7) Check fire extinguishers
(8) Check first aid kits
(9) Check EMK
(10) Check AEDs
(11) Check megaphones
(12) Check PBEs
(13) Check ELTs
(14) Visual check of crash ax
(15) Check emergency lighting system
(16) Check emergency flashlights
(17) Check survival kits
(18) Verify position of circuit breakers
(19) Check communication systems,
including passenger address and interphone
systems
(20) Ensure chimes, chime indicator lights,
and associated annunciator panel indicators
are working
(21) Check general condition of emergency
exits in the passenger and galley areas
(22) Check assist handles
(23) Check lavatory fire detection system,
flapper doors, ashtrays, and placards
(24) Check for flotation equipment, as
required
(25) Check that class B cargo compartments
are clear for crew fire fighting
(26) Check emergency equipment stowage
areas for unapproved items
(e) Task: Check of Safety Equipment
(Preflight)
Subtasks:
(1) Check presence of and prepare
demonstration equipment
(2) Check audio/visual safety
demonstration equipment
(3) Verify that the universal precaution kit
and CPR masks, or the kit that contains these
items, is onboard
(4) Verify that onboard wheelchair is
present and properly secured
(f) Task: Galley Check (Preflight)
Subtasks:
(1) Ensure all latches, locks, and flapper
doors work properly
(2) Ensure only approved items are stowed
in ovens
(3) Check circuit breakers located in the
galley
(4) Ensure lower lobe galley lift works
properly
(g) Task: Check of Cabin and Cabin
Systems (Preflight)
Subtasks:
(1) Check circuit breakers located in the
cabin
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(2) Check temperature and ventilation
controls
(3) Check lighting systems to ensure proper
working condition
(4) Check photo luminescent emergency
pathway lighting systems, and preflight and
charging procedures
(5) Ensure all lock-out mechanisms are
engaged on emergency exit seats
(6) Stow in-flight service and
entertainment items
2. Subject: Pre-movement on the surface
(a) Task: General (Pre-movement on the
Surface)
Subtasks:
(1) Ensure minimum number of required
flight attendants are onboard during the
entire boarding process
(2) Assume proper station during passenger
boarding
(3) Identify possible able bodied passengers
(4) Provide all required announcements to
passengers
(5) Provide all required individual
passenger briefings
(b) Task: Passenger Boarding (Premovement on the Surface)
Subtasks:
(1) Observe passengers for acceptance
according to regulation and certificate holder
policy (e.g., intoxicated passengers and
unaccompanied minors)
(2) Monitor carry-on baggage for excessive
size, quantity, or evidence of hazardous
materials
(3) Monitor exit seat occupants according
to certificate holder’s approved exit seat
program
(4) Monitor passenger behavior and
maintain situational awareness
(5) Report passengers who appear to be
intoxicated or are otherwise disruptive
immediately to the PIC and customer service
personnel
(6) Ensure certificate holder procedures are
followed regarding the passenger use of
Portable Oxygen Concentrators (POCs)
(7) Ensure certificate holder procedures are
followed regarding child restraint systems
(8) Ensure certificate holder procedures are
followed regarding lap held children
(9) Ensure lap held children are distributed
with regard to oxygen availability
(10) Comply with certificate holder
procedures for child and infant flotation
equipment
(11) Ensure certificate holder procedures
are followed regarding passenger count
(12) Conduct compliance check to ensure
carry-on baggage is properly stowed
(13) Ensure that use of portable electronic
devices is in compliance with certificate
holder’s procedures
(14) Conduct appropriate passenger
briefing for exit seat occupants
(15) Verify (must be verified by a required
crewmember) that all exit seat occupants
meet exit seat criteria, prior to aircraft
movement on the surface
(16) Ensure proper handling of passengers
with additional needs, such as armed
passengers, prisoners, escorts, passengers
with personal oxygen, and unaccompanied
minors
(17) Ensure any medical oxygen being used
by a passenger was supplied by the certificate
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holder and follow appropriate procedures for
use
(18) Ensure the PIC is notified that medical
oxygen or POC is in use
(19) Ensure the passenger using medical
oxygen or POC is seated per the certificate
holder’s procedures
(20) Ensure the medical oxygen bottles or
POC are properly located and secured when
they are being used and before and after use
(21) Ensure no persons are allowed to
smoke within 10 feet of any oxygen or POC
in use
(22) Apply weight and balance procedures
as directed by the PIC
(23) Ensure compartment restraints are
secured for compliance with carry-on
baggage regulation
(24) Ensure all items carried on by the
passenger are properly stowed (e.g., purses
and assistive devices)
(25) Ensure unusual items (e.g., organs for
transplant) are stowed in accordance with
certificate holder’s approved carry-on
baggage program
(26) Follow approved method for removing
carry-on baggage that cannot be stowed
(27) Verify (must be verified by a required
crewmember) that all carry-on baggage is
stowed prior to closing last passenger entry
door
(c) Task: Passengers With Disabilities (Premovement on the Surface)
Subtasks:
(1) Review part 382 of 14 CFR,
Nondiscrimination on the Basis of Disability
in Air Travel
(2) Review certificate holder
responsibilities regarding compliance with
14 CFR part 382, including the role of the
compliance resolution official (CRO)
(3) Review crewmember responsibilities
regarding compliance with 14 CFR part 382
(4) Review cabin accommodations, such as
onboard wheelchairs, accessible lavatories,
movable armrests, and collapsible armrests
(5) Review types of service animals,
including unique service animals, lap-held
service animals, and emotional support
service animals
(6) Review location and placement of
service animals
(7) Review types of assistive devices,
including respiratory assistive devices, that
are designed for, and used by, people with
disabilities
(8) Review location and placement of
assistive devices, including specific
certificate holder procedures regarding
stowage of a passenger’s folding wheelchair
in the cabin
(9) Review exclusion of assistive devices
from the number of carry-on items that each
passenger is allowed to bring onboard
(10) Review use of orthotic positioning
devices by people with disabilities
(11) Review passenger briefings for people
with disabilities
(12) Review procedures for handling
passenger disputes regarding compliance
with 14 CFR part 382
(d) Task: Galley Security (Pre-movement
on the Surface)
Subtasks:
(1) Ensure all catering and galley supplies
are stowed properly
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(2) Ensure latches and locks are positioned
properly
(3) Ensure secondary locking mechanisms
are engaged
(4) Ensure carts are secured on permanent
tie downs for surface movement and take-off
(5) Ensure curtains and doors are properly
secured
(e) Task: Preparation of Exits (Premovement on the Surface)
Subtasks:
(1) Ensure doors are closed
(2) Ensure timely arming of exits, including
positioning of warning devices and cross
check requirements
(3) Ensure passengers are seated with seat
belts fastened
(4) Ensure no items are improperly stowed
at jumpseats, passenger seats, lavatories or
galleys
(5) Signal or communicate with flight crew
regarding cabin readiness for aircraft
movement
(f) Task: Compliance Check (Pre-movement
on the Surface)
Subtasks:
(1) Ensure that a normal or emergency
means of egress is available when passengers
are on board the aircraft
(2) Ensure proper closure of overhead
compartments and closets
(3) Ensure that all carry on baggage is
properly stowed
(4) Ensure that all passengers, except those
meeting lap child criteria, are seated with
seat belts fastened
(5) Ensure that seat belt extensions have
been provided to all passengers who need
them
3. Subject: Ground Movement
(a) Task: General (Ground Movement)
Subtask:
(1) Flight attendants must occupy assigned
jumpseats during taxi unless performing
safety related duties
(2) Flight attendants must understand the
impact of conducting non-safety related
duties during taxi
(b) Task: Passenger Information (Ground
Movement)
Subtask:
(1) Use public address system properly
(2) Provide appropriate information:
(i) Compliance with Fasten Seat Belt and
No Smoking signs
(ii) Stowage of tray tables
(iii) Positioning seat backs in the upright
position (leg rests retracted)
(iv) Location of emergency exits
(v) Proper use of portable electronic
devices
(vi) Stowage of carry-on baggage
(vii) Smoking restrictions
(viii) Use of oxygen (if applicable)
(ix) Availability of flotation devices
(3) Use safety video correctly
(4) Ensure safety demonstration is
coordinated with announcement
(5) Give safety demonstration from
approved location
(6) Assume proper position during the
safety demonstration to ensure even
distribution of flight attendants
(7) Give safety demonstration at individual
seats if passengers’ view is obstructed
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(8) Ensure additional information regarding
extended over water flights is provided
(9) Ensure that any passengers needing the
assistance of another to move quickly to an
exit during an emergency and any attendants
are briefed on the routes to each appropriate
exit, the most appropriate time to begin
moving to the exit, and inquire as to the most
appropriate way to assist that person
(c) Task: Sterile Flight Deck Procedures
(Ground Movement)
Subtask:
Comply with sterile flight deck procedures
(d) Task: Compliance Check (Ground
Movement)
Subtasks:
(1) Ensure that all exits are accessible
(2) Ensure carry-on baggage is stowed
(3) Ensure that certificate holder
procedures are followed regarding child
restraint systems
(4) Ensure that portable electronic devices
are turned off and stowed
(5) Ensure that overhead bins are closed
and latched
(6) Ensure tray tables are stowed and
secured
(7) Ensure seat backs are in the upright
position (leg rests retracted)
(8) Ensure seat belts are fastened
(9) Ensure lap seated infants or children
under two are properly held and that infants
and children are properly secured in an
approved restraint system.
(10) Ensure all galley service items have
been picked up and stowed
(11) Ensure galley equipment is secured
(12) Ensure that all cabin divider systems
are secured open
(13) Ensure that all video screens are
retracted
(14) Ensure that all lavatories are vacant
(15) Ensure that cabin lighting is adjusted
as per certificate holder procedures
(16) Return to flight attendant jumpseat
(17) Secure barrier strap
(18) Don seat belt and shoulder harness
(19) Signal or communicate with flight
crew regarding cabin readiness for take-off
(20) Perform silent review
(21) Assume flight attendant protective
brace position
4. Subject: In-flight
(a) Task: General (In-flight)
Subtask:
Secure flight attendant restraint system
upon leaving jumpseat in accordance with
certificate holder procedures
(b) Task: In-flight Procedures (In-flight)
Subtasks:
(1) Review flight deck entry and
communication procedures
(2) Review procedures for flight attendants
to enter and secure flight deck door,
including requesting a briefing on the
location, donning and use of the fixed oxygen
system available for the flight attendant’s
emergency use when one flightcrew member
has to leave the flight deck
(3) Check cabin and passengers
periodically throughout the flight
(4) Check lavatories periodically
throughout the flight for potential fire
hazards, flapper doors that will not close,
evidence of smoking or tampering with
smoke detectors
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(5) Collect and stow service items properly
(c) Task: Passenger Information (In-flight)
Subtasks:
(1) Provide after take-off announcement(s)
(2) Provide seat belt announcement when
seat belt sign is turned on or off as per
certificate holder procedures
(3) Coordinate proper timing of passenger
removal of shoulder harnesses after take-off
(d) Task: Passenger Handling Procedures
(In-flight)
Subtasks:
(1) Follow proper certificate holder’s
alcohol procedures
(2) Ensure passengers seated in exit seats
meet exit seat criteria
(3) Follow proper certificate holder’s
passenger handling and reporting procedures
(4) Follow the certificate holder’s program
outlining flight attendant duties regarding the
use of portable electronic devices (PED)
(5) Ensure passengers are given
information about times, conditions, and
limitations on PED use
(6) Understand the regulations regarding
PEDs, including the effects of the use of PEDs
on aircraft avionics during critical phases of
flight
(7) Ensure passengers terminate the use of
any devices suspected of causing interference
(8) Coordinate between cabin and flight
deck with regard to PED use
(e) Task: Proper Use of Service Carts and
Service Equipment (In-flight)
Subtasks:
(1) Secure unattended carts properly
(2) Engage permanent tie-downs or pop-up
tie-downs correctly
(3) Secure galley compartments when not
in use
(4) Secure food and beverage items when
not in use
(5) Comply with galley lift restrictions
(6) Ensure that at least one flight attendant
is not more than 10 feet away from service
cart when in use
(7) Stow service carts properly
(8) Set brakes properly
(9) Latch cart doors and utilize secondary
locks
(10) Report any malfunctioning galley
equipment including restraints and brakes
(f) Task: Communication and Coordination
Procedures (In-flight)
Subtasks:
(1) Communicate and coordinate with
flight crew regarding turbulence
(2) Communicate with flight crew
regarding potential security threats or
disruptive passengers
(3) Communicate with flight crew
regarding any abnormal or emergency
situation
(4) Report maintenance discrepancies
(airworthiness and non-airworthiness)
(g) Task: Pre-landing (In-flight)
Subtasks:
(1) Provide appropriate pre-landing
announcements for initial descent
(2) Perform lavatory vacancy check
(3) Adjust cabin lighting, as appropriate
(4) Collect all service items
(5) Close and secure galley compartments
properly
(6) Set primary and secondary locks
(7) Ensure carts are secured on permanent
tie downs for landing and surface movement
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(8) Ensure curtains and doors are properly
secured
(9) Turn off electrical appliances not in use
(10) Comply with Fasten Seat Belt signs
(11) Re-verify that passengers seated in exit
seats meet exit seat criteria
(12) Reengage lock out mechanism at exit
seats
(13) Ensure only approved child restraint
systems are in use and are properly
positioned
(14) Ensure lap seated infants or children
under two are properly held and that infants
and children are properly secured in an
approved restraint system
(15) Ensure tray tables are stowed and
secured
(16) Place seat backs in the upright
position (leg rests retracted)
(17) Discontinue use of PEDs
(18) Ensure carry-on baggage is properly
stowed
(h) Task: Sterile Flight Deck Procedures
(In-flight)
Subtask: Comply with sterile flight deck
procedures
(i) Task: Pre-landing Compliance Check
(In-flight)
Subtasks:
(1) Provide appropriate pre-landing
announcements for final approach
(2) Verify completion of all of the prelanding activities required by paragraphs
II.A.4.(g)(2) through (18) of this attachment
(3) Verify that all exits are accessible
(4) Verify that overhead bins are closed and
latched
(5) Verify that all video screens are
retracted in accordance with carrier
procedures
(6) Comply with certificate holder’s
charging procedures for photoluminescent
light path
(7) Return to flight attendant jumpseat
(8) Secure barrier strap
(9) Don seat belt and shoulder harness
(10) Signal or communicate with flight
crew if the cabin is not prepared for landing
(11) Perform silent review
(12) Assume flight attendant protective
brace position
5. Subject: Arrival
(a) Task: General (Arrival)
Subtasks:
(1) Perform all required arrival
announcements
(2) Make reminder announcements to any
passengers who may stand or place carry on
bags in the aisle during taxi
(3) Adjust cabin lighting in accordance
with air carrier procedures
(4) Perform only safety related duties
during taxi
(b) Task: Preparation of Exits (Arrival)
Subtasks:
(1) Ensure that a normal or emergency
means of egress is available when passengers
are on board the aircraft
(2) Ensure crew coordination
(3) Ensure exits are disarmed in accordance
with applicable regulations and aircraft
specific procedures
(4) Verify no cabin pressure warnings or
indications are present on the door
(5) Open door and operate stairs
(c) Task: Passenger Handling (Arrival)
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Subtasks:
(1) Monitor passenger deplaning to ensure
adherence to all regulatory and certificate
holder requirements
(2) Coordinate with ramp, ground, and
station agents and other crewmembers as
necessary
(3) Assume proper position during
passenger deplaning to ensure even
distribution of flight attendants
(4) Ensure that the minimum required
number of flight attendants are onboard
during entire passenger deplaning process
(d) Task: Cabin Security (Arrival)
Subtasks:
(1) Ensure all passengers have left the
aircraft at flight termination by checking the
aircraft, including lavatories
(2) Perform post-flight cabin checks
6. Subject: During Stops
(a) Task: General (During Stops)
Subtasks:
(1) Follow duty assignments for flight
attendants at intermediate stops, including
passenger supervision
(2) Adhere to permissible reduction in the
number of flight attendants to at least half the
minimum required number (rounded down
to the next lower number, but never fewer
than one) when passengers remain onboard
and boarding or deplaning is not occurring
(3) Adhere to permissible substitution for
the required flight attendants with other
persons qualified in emergency evacuation
procedures for the airplane when passengers
remain onboard and boarding or deplaning is
not occurring, if those persons are identified
to the passengers
(b) Task: Aircraft Refueling (During Stops)
Subtasks:
(1) Review duties, regulatory requirements,
and procedures regarding refueling with
passengers onboard
(2) Review identification of potential
hazards to occupants associated with aircraft
refueling
(3) Review proper steps to be taken should
problems develop during refueling, including
evacuation
7. Subject: Federal Aviation Regulations
(a) Task: General
Subtasks:
(1) Comply with certificate holder
procedures for interaction with officers and
agents of various governmental agencies,
including FAA, TSA, FBI, CIA, and NTSB
(2) Comply with 14 CFR part 252: Smoking
Aboard Aircraft
(b) Task: Federal Aviation Regulations
Pertinent to Flight Attendant Performance of
Assigned Duties
Subtasks: Understand the regulatory
requirements for the following:
(1) Flight attendant duty period limitations
and rest requirements
(2) Crewmember protocols regarding drug
and alcohol testing programs, including
regulatory requirements and certificate
holder policy regarding drug and alcohol
testing programs
(3) Hazardous material recognition and
prohibitions
(4) Admission to the flight deck
(5) Manipulation of controls in the flight
deck
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(6) Inoperable equipment
(7) Carriage of cargo in passenger
compartment
(8) Exit seating
(9) Carry on baggage
(10) Passenger information requirements
(11) Passenger briefings and
demonstrations
(12) Manual requirements
(13) Training program requirements
(14) Crewmember qualification
requirements
(15) Aviation Safety Inspector’s credentials
(16) Oxygen requirements
(17) Restrictions regarding service of
alcoholic beverages
(18) Boarding restrictions regarding
persons who appear to be intoxicated
(19) Retention of items of mass in
passenger and crew compartments
(20) Stowage of passenger service
equipment
(21) Closing and locking flightcrew
compartment door
(22) Security Requirements
(23) Sterile flight deck requirements
(24) Required number of flight attendants
(25) Crewmember requirements at stops
where passengers remain on board
(26) Emergency equipment requirements
(27) Lavatory fire protection
(28) Communication systems
(29) Flotation equipment
(30) Flightcrew compartment access
(31) Taxi requirements
(32) Carriage and briefing of passengers
requiring special assistance
(33) Fueling with passengers on board
(34) Portable electronic devices
(35) Flight attendant jumpseat
requirements
(36) Child restraint systems
(37) Required placards and signs
(38) Compliance with seat belt and
smoking regulations
(39) Use of medical oxygen and portable
oxygen concentrators
(40) Any other regulations relevant to flight
attendant duties and responsibilities
8. Subject: General Contents, Control and
Maintenance of Applicable Portions of the
Certificate Holder’s Manual
(a) Task: Flight Attendant Operating
Manual (FAOM)
Subtasks: Understand the certificate
holder’s procedures for the following:
(1) Currency requirements
(2) Revision process
(3) Bulletins or notices
(4) List of effective pages
(5) Accessibility during flight
(6) Procedures to ensure manual is current
(b) Task: Scheduling and Station
Operations Policies and Procedures
Subtasks: Understand the certificate
holder’s procedures for the following:
(1) Scheduling policies and procedures
(2) Station operations policies and
procedures
9. Subject: Contents of the Certificate
Holder’s Operations Specifications
(a) Task: General
Subtask: Understand information
contained in the certificate holder’s
operations specifications that is pertinent to
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the duties and responsibilities of flight
attendants:
(b) Task: Exit Seat Program and Procedures
Subtasks: Understand the certificate
holder’s procedures for the following:
(1) Information regarding the certificate
holder’s exit seat program
(2) Selection criteria regarding the
capabilities and conditions to be applied to
determine the suitability of persons to
occupy an exit seat
(3) Performance functions which a person
seated in an exit seat must be willing and
able to perform in the event of an emergency
(4) Seat selection, assessment, and
verification process
(5) Exit seat briefings
(6) Certificate holder procedures that
ensure the suitability of each person who
occupies an exit seat
(7) Assessment and verification of
suitability by at least one required
crewmember prior to movement on the
surface
(8) Re-seating procedures
(9) Dispute resolutions
(10) Required announcements
(11) Definition of an exit seat, including
excess flight attendant jumpseats and the
location of all exit seats on each aircraft type
(12) Assessment and verification of
suitability prior to landing
(c) Task: Carry On Baggage Program and
Procedures
Subtasks: Understand the certificate
holder’s procedures for the following:
(1) The certificate holder’s carry-on
baggage program as described in the FAOM,
including carry on baggage limitations,
procedures for baggage scanning, and
procedures for handling carry on baggage that
does not meet these limitations or cannot be
accommodated in the passenger cabin
(2) Person(s) responsible and procedures
for scanning for amount and size
(3) Weight and balance procedures and
coordination with flight crew
(4) Safety implications of improperly
stowed carry on baggage
(5) Types of articles exempt from carry on
baggage count
(6) Procedures for handling and stowing
carry on items exempt from the carry on
baggage count
(7) Definition of ‘‘properly stowed,’’
including that carry on baggage may not
hinder access to emergency equipment
(8) Methods of removing carry on baggage
from aircraft when necessary
(9) Procedures regarding proper stowage of
carry on baggage in the passenger cabin,
including underseat stowage
(10) Procedures for handling unusual items
in the cabin
(11) Procedures for the handling of cargo
and in-seat baggage in the passenger
compartment, including the types of cargo
that may be carried in the passenger cabin
and the location of seats in which it may be
stowed
(12) Procedures to ensure crewmember
verification that each piece of carry on
baggage is stowed properly prior to the last
passenger entry door being closed, including
specific crewmember assignments and
responsibilities
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(13) Certificate holder procedures
regarding the handling of carry on baggage
during an aircraft evacuation
(d) Task: Minimum Equipment List (MEL)
Subtasks: Understand the certificate
holder’s procedures for the following:
(1) Description of the purpose and scope of
the MEL as applicable to flight attendant
duties
(2) Crew coordination procedures for
reporting inoperative equipment
(3) Implications of MEL required
procedures due to certain pieces of
equipment being inoperative, and their effect
on flight attendant duties
(4) Any other information relevant to flight
attendant duties and responsibilities
10. Subject: Crew Resource Management
(a) Task: Authority of the Pilot in
Command
Subtasks:
(1) The captain’s authority, including
responsibility for the safety of flight in
routine and emergency conditions
(2) Chain of command and importance of
chain of command
(3) Chain of command as applicable to
specific airplane
(b) Task: Communication Processes and
Decisions
Subtasks:
(1) Briefing
(2) Utilize effective questioning and
challenging techniques
(3) Self-critique
(4) Communication with available
personnel
(5) Decisionmaking
(6) Conflict resolution
(7) Threat and Error Management:
(i) Where threats are events that;
(A) Occur outside the influence of the
flight crew (i.e., not caused by the crew)
(B) Increase the operational complexity of
a flight; and/or
(C) Require crew attention and
management
(ii) Where errors are occurrences that:
(A) Lead to a deviation from crew or
organizational intentions or expectations
(B) Reduce safety margins; and
(C) Increase the probability of adverse
operational events on the ground or during
flight
(c) Task: Building and Maintenance of a
Flight Team
Subtasks:
(1) Leading and following, including the
importance of crewmembers functioning as a
team
(2) Use of interpersonal skills and
leadership styles in a way that fosters crew
effectiveness.
(3) Significance of cultural differences
(d) Task: Workload Management and
Situational Awareness
Subtasks:
(1) Preparation and planning
(2) Vigilance
(3) Workload distribution
(4) Distraction avoidance
(e) Task: Communication and Coordination
Subtasks: Flight attendant must know
notification and communication procedures
between the cabin and flight deck including:
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(1) Flight deck and cabin chimes and
interphone signals for routine situations
(2) Flight attendant notification to flight
crew that aircraft is ready for movement on
the surface
(3) Flight crew notification to flight
attendant to be seated prior to take-off
(4) Flight attendant recognition of critical
phases of flight
(5) Crewmember coordination and
notification regarding access to flight deck
(6) Notification to flight attendants of
turbulent air conditions
(7) Notification between flight crew and
flight attendants of emergency or unusual
situations
(8) Notification between flight crew and
flight attendants of inoperative equipment
that is pertinent to flight attendant duties and
responsibilities
(9) Normal and emergency communication
procedures to be used in the event of
inoperative communication equipment
(f) Task: Crewmember Briefing
Subtasks:
(1) Crewmember responsibilities regarding
briefings
(2) Flight crew to flight attendant(s)
briefings
(3) Flight attendant to flight attendant(s)
briefings (e.g., when PIC has not briefed the
entire crew, or when a flight attendant joins
a working crew)
(4) Required information
(5) Security procedures
(6) Communication procedures
(7) Emergency procedures
(8) MELs affecting cabin safety equipment
and procedures
(9) Flight information
(10) Content of crew briefing as applicable
to specific aircraft
(11) Responsibilities of flight attendants to
brief new flight attendant crew during a crew
change regarding any unserviceability of
equipment, special passengers, and other
safety matters pertinent to the flight
(g) Task: Communication and Coordination
During a Passenger Interference Situation
Subtasks:
(1) Certificate holder’s written program
regarding the handling of passenger
interference, including crewmember
communication and coordination
(2) Importance of crewmembers and other
employees working as a team
(3) Role of management and crewmember
in follow-up
(h) Task: Communication and Coordination
During an Emergency Situation
Subtasks:
(1) Actions for each emergency situation
(2) Importance of notification and who
must be notified
(3) Alternate actions if unable to notify
(4) Communication during preparation for
a planned emergency evacuation such as
time available, type of emergency, signal to
brace, and special instructions
11. Subject: Theory of Flight
(a) Task: Components of Aircraft
Subtasks:
(1) Wing-leading edge, trailing edge, wing
tip, wing root, winglet
(2) Tail-fixed vertical stabilizer, rudder,
elevator
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(3) Miscellaneous-fuselage, spoilers, speed
brakes, main gear, nose wheel
(4) Flight control surfaces and their
functions-ailerons, flaps, rudder, elevator
(b) Task: Principles of Flight
Subtasks:
(1) Forces acting on an aircraft-lift, weight,
thrust, drag
(2) Three axes and movement around eachyaw, pitch and roll
(3) Weight and balance-weight distribution
and center of gravity and their effect on
aircraft controllability and stability
(c) Task: Critical Surfaces and Associated
Hazards
Subtasks:
(1) Recognition of critical aircraft surfaces
(2) Recognition of hazards to flight
associated with contamination of those
surfaces
(3) Awareness of conditions most likely to
produce such contamination (such as snow
and ice, volcanic ash and dust)
(4) Importance of timely communication of
observed hazards to flight deck
(5) Awareness of carrier procedures for
decontamination of surfaces
(d) Task: Aviation Terminology
Subtasks:
(1) Identify and define aviation
terminology common to the certificate
holder, including terms related to airports,
ground operations and flight operations
(2) Identify any specific voluntary safety
programs used by certificate holder (such as
ASRS, ASAP, FOQA) as they relate to flight
attendants
(3) Identify standard measurement units
used in aviation (such as the 24 hour clock,
Greenwich Mean Time, time zone changes)
B. Area of Instruction: Flight Attendant
Duties and Responsibilities—Abnormal
Situations (see § 121.1369)
1. Subject: Handling Passengers Whose
Conduct May Jeopardize Safety
(a) Task: General
Subtasks:
(1) The flight attendant must know the
certificate holder’s procedures for handling
passengers who could threaten the safety of
the flight or the passengers, including how to
do the following:
(i) Identify and manage potential problem
passengers who could threaten safety of the
flight, passengers, or crew and monitor
passenger conduct
(ii) Monitor and identify potential problem
passengers during boarding
(iii) Identify baggage that may be
considered suspect on board an aircraft
(iv) Recognize hazardous materials labels
(v) Report hazardous materials to the flight
crew
(vi) Monitor lavatories periodically
throughout the flight
(vii) Perform cabin checks periodically
throughout the flight
(2) The flight attendant must know specific
certificate holder procedures for maintaining
flight deck security
(b) Task: Passenger Interference
Subtasks:
(1) The flight attendant must know the
following requirements, procedures, and all
information for handling passengers who
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might interfere with crewmembers in the
performance of their duties and who could
threaten the safety of the flight or the
passengers:
(i) Title 14 CFR 121.580, Prohibition on
interference with crewmembers
(ii) Title 49 U.S.C. 46318, Interference with
cabin or flight crew
(iii) Certificate holder’s program regarding
the handling of disruptive passengers
(iv) Categories of disturbance and
crewmember actions
(v) How to diffuse the situation with
difficult passengers
(vi) Recommended crew coordination
procedures
(2) The flight attendant must be trained to
manage the following:
(i) Address incidents of non-compliance
immediately
(ii) Inform passenger of regulatory
requirements and certificate holder policies
(iii) Manage disruptive or problem
passengers by using a team approach or
specific certificate holder techniques
designed to defuse such situations
(iv) Maintain crewmember’s personal
security
(v) Communicate with flight crew
immediately to report non-compliant
passengers and maintain communications
throughout the event
(vi) Coordinate with other flight attendants
regarding team concept problem management
(vii) Comply with certificate holder
procedures regarding involvement of law
enforcement officials
(viii) Obtain assistance from other
crewmembers or passengers
(ix) Restrain violent passengers as
indicated in certificate holder procedures
(x) Appropriate use of equipment provided
by the certificate holder
(xi) Complete all required certificate holder
forms
(xii) Be able to use techniques to recognize
and diffuse passenger panic situations
(c) Task: Smoking Ban Violations
Subtasks: The flight attendant must know
the following for handling of passengers who
smoke onboard the aircraft:
(1) Procedures for passengers who smoke
while seated
(2) Procedures for passengers who smoke
in the lavatory
(3) Procedures for passengers who tamper
with a smoke detector
(4) Required crew coordination and
communication
(5) Procedures to address a possible fire
hazard from the discarded cigarette
(6) Reporting procedures
(d) Task: Intoxication
Subtasks:
(1) The flight attendant must know the
following for handling of passengers who
appear to be intoxicated:
(i) Required crew coordination,
communication, and notification procedures
(ii) Prohibition against boarding passengers
who appear to be intoxicated
(iii) Certificate holder procedures regarding
the removal of a passenger who has boarded
the aircraft and appears to be intoxicated
(iv) Certificate holder procedures regarding
the determination that a passenger has
reached his or her 21st birthday
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(v) Prohibition against serving alcohol to
passengers who appear to be intoxicated
(vi) Prohibition against serving alcohol to
persons who are escorting a prisoner or who
are being escorted
(vii) Prohibition regarding passengers
consuming alcohol not served by the
certificate holder and associated certificate
holder procedures
(viii) Prohibition against serving alcohol to
any person carrying a dangerous weapon
(ix) Regulatory requirement to report any
alcohol related disturbance onboard an
aircraft to the FAA within 5 days
(x) Reporting procedures
(2) The flight attendant must be trained to
manage the following:
(i) Passengers appearing to be intoxicated
during boarding
(ii) Passengers appearing to be intoxicated
during flight
(iii) Reseat passengers from exit seats if
they appear to become intoxicated in flight
(iv) Inform passenger of regulatory
requirements and certificate holder policies
as needed
(v) Communicate with flight crew
immediately to report non-compliant
passengers
(vi) Follow certificate holder procedures
when serving alcohol
(e) Task: Passenger Misconduct
Subtasks:
The flight attendant must know how to
diffuse the situation with difficult passengers
and recommended crew coordination
procedures
(f) Task: Security Procedures
Subtasks:
The certificate holder must develop a
security program that meets the standards of
the TSA’s security training program for flight
attendants. The certificate holder must
document that the TSA has approved the
security training program for flight attendants
and the certificate holder must provide
security training to each flight attendant in
accordance with a security program approved
by the TSA.
2. [Reserved]
C. Flight Attendant Duties and
Responsibilities—Emergency (see § 121.1373)
1. Subject: Emergency Equipment
The flight attendant must know the
preflight (if applicable), location, function,
operation, and limitations of the following
equipment in Tasks (a) through (e) of this
section:
(a) Task: General Emergency Equipment
Subtasks:
(1) Flight attendant jumpseat and restraint
system
(2) Portable oxygen equipment
(3) Megaphones
(4) Protective breathing equipment
(5) Communication systems (public
address system, chimes, interphone, visual
indicators)
(6) Lavatory smoke detector, flapper doors,
and placards
(7) Crash ax
(8) Flashlights
(9) Any additional portable emergency
equipment or systems pertinent to cabin
safety
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(b) Task: Equipment Used in Land and
Water Evacuation
Subtasks:
(1) Evacuation alarms
(2) Emergency lighting systems
(3) Evacuation slides, slide rafts and rafts
(4) Escape ropes and escape tapes
(5) ELTs
(6) Survival kits
(7) Signaling equipment
(8) Flotation equipment
(9) Adult and child life preservers
(10) Infant flotation equipment
(11) Any specialized survival equipment
specific to an aircraft type or operation
(c) Task: Emergency Medical Equipment
Subtasks:
(1) EMKs
(2) First aid kits
(3) Portable first aid and medical oxygen
and oxygen systems
(4) CPR equipment
(5) AED
(6) Universal precautions and associated
equipment
(7) Biohazard kit contents, use, and proper
disposal procedures
(8) Needle disposal kits
(9) Any additional cabin safety equipment
used during in-flight medical events
(d) Task: Portable Fire Extinguishers
Subtasks:
(1) Installed fire extinguishers
(2) Range and duration of each
extinguisher
(3) Classes of fires with emphasis on
proper extinguisher for each class of fire
(e) Task: Emergency Exit Doors, Plugs and
Hatches, Including Doors, Window Exits,
Floor Level Exits, Tailcone Exits, Ventral
Stairs, Flight Deck Exits, and Any Other Exit
Designed for Passenger or Crewmember
Emergency Egress from the Aircraft
Subtasks:
(1) Each different emergency exit in the
normal and emergency modes, including the
actions and forces required in the
deployment of the emergency slides or slide
rafts
(2) Signal and conditions under which
door can be opened or closed and locked or
unlocked
(3) Procedures to verify door status (open
or closed and locked or unlocked
(4) Slide pressure gauge and door pressure
gauge
(5) Cabin pressurization indications and
warnings, to include that the air conditioning
cart can pressurize the aircraft on the ground
if all doors are closed and the importance of
awareness of pressurization warnings and
indicators while on the ground
(6) Exterior and interior obstacles or
hazards to persons or the exit during the
opening or closing (e.g., jetway, stairs, mobile
passenger lounge, barrier straps)
(7) Signal for arming or disarming
(8) Procedures to properly arm and disarm
the exit
(9) Procedures to verify girt bar placement
for armed and disarmed
(10) Procedures to verify door is in the
correct mode
(11) Proper procedures and use of
operating mechanism to open exit and secure
in locked position
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(12) Proper procedures, operation, and use
of stair operating mechanism for normal and
emergency use
(13) Proper use of safety straps
(14) Proper use of barrier straps
(15) Proper use of locking mechanisms
(16) Proper use of escape ropes and escape
tapes at overwing exits
(17) Proper use of control handles to close
exits and secure in locked position
(18) Proper use of door locking override
systems
(19) Proper use of slide override systems
(20) Understanding of door hazards
(21) Correct body position for door opening
(22) Protective positions during an
evacuation
(23) Manual operations if pneumatic
operations fail
(24) Functions of door levers, door opening
devices, windows, and manual slide inflation
systems
(25) Operation of exits on the flight deck
(26) Use of slide, raft, or slide raft as
application for other survival needs
(27) Use of following exits in normal and
emergency modes:
(i) Exits with slides or slide rafts
(ii) Exits without slides
(iii) Window exits
(iv) Tailcone exits
(v) Ventral stairs
(vi) Flight deck exits
2. Subject: Emergency Situations
(a) Task: Emergency Assignments and
Procedures Including Coordination among
Crewmembers
Subtask: The flight attendant must know
emergency procedures for each type of
emergency, including unwarranted
evacuations, and planned and unplanned
land and water evacuations:
(b) Task: Decompression and Physiological
Effects of High Altitude (Required When
Flight Operations are Authorized over 10,000
Feet)
Subtasks: The flight attendant must know:
(1) Symptoms associated with hypoxia
(2) Recognition of conditions in the cabin
that a slow, rapid, or explosive
decompression has occurred
(3) Principles of respiration and Time of
Useful Consciousness and why it is different
for cabin and flightcrew members
(4) Gas expansion and gas bubble
formation and how it could affect the
crewmember during a decompression
(5) Incidents of decompression
(6) Post decompression duties
(7) Procedures for crew communication
and coordination
(8) Identification of information to be
relayed to the flight crew via communication
equipment
(9) Procedures for a slow, rapid, or
explosive decompression while the flight
attendant is in the cabin, crew rest areas,
galleys, lower lobe galleys or other areas
(10) Procedures for a slow, rapid, or
explosive decompression while the flight
attendant is in the flight deck
(11) Awareness of possible flight crew
response (e.g., rapid descent) and its effect on
the cabin and its occupants
(12) Certificate holder’s procedures,
including the following actions:
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(i) Don the nearest oxygen mask
(ii) Fasten seat belt or hold on to something
solid
(iii) Await notification from the flight deck
before moving around the cabin
(iv) Follow post decompression duties
(v) Obtain and carry portable oxygen bottle
(vi) Monitor condition of passengers
(vii) Open passenger oxygen compartments
that have not deployed if supplemental
oxygen is needed
(viii) Administer first aid and first aid
oxygen, if necessary
(ix) Communicate with fellow
crewmembers
(x) Complete required carrier forms
(c) Task: Fire In-flight or on the Surface
Subtasks:
(1) Classes of fires
(2) Types of extinguishers appropriate to
each class of fire
(3) Properties of halon extinguishers,
including that the potential harmful effects
on passengers and crew are negligible
compared to the safety benefits achieved by
fighting in-flight fires aggressively
(4) Correct methods for fire fighting,
including proper use of PBE
(5) Methods of communication while
wearing PBE and using aircraft
communication systems
(6) Proper techniques for PBE hood
removal
(7) Need for crewmembers to take
immediate and aggressive action in response
to signs of an in-flight fire
(8) Requirement to notify the flight deck as
soon as possible and maintain constant
communication and coordination
(9) Procedures to identify smoke in cabin,
galleys and lower-lobe galleys, or lavatory
(10) Procedures for handling fire or smoke
of undetermined origin
(11) Procedures for smoke removal,
including crew communication and
coordination, as well as passenger
management, including any precautions
(12) Procedures for handling fire hidden
behind interior panels or enclosed spaces,
including removing or otherwise gaining
access to the area behind interior panels (e.g.,
crash ax or other tools) to effectively apply
extinguishing agents to the source of the fire
(13) Procedures to respond to smoke
detector activation in lavatory
(14) Recognition of odor of fire (e.g.,
electrical fire or burning cloth)
(15) Procedures to identify location and
source of fire (e.g., in ovens; volatile fuel
vapors; light ballast; cabin furnishings;
stowage bins and hat racks; trash containers;
clothing; APU; jetway; ramp fires)
(16) Procedures to identify class of fire (if
possible)
(17) Procedures to assess the intensity of
the fire (if possible)
(18) Procedures to communicate with other
crewmembers and passengers including:
(i) Fight the fire and call flight crew to
inform of fire
(ii) Obtain assistance of other flight
attendants
(iii) Passenger handling
(iv) Use of interphone and other
communication devices
(v) Use of passenger address system
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(vi) Assign a passenger to locate and
inform another flight attendant or flightcrew
member, obtain back-up equipment and
provide support
(19) Response to fire, including:
(i) Locate and retrieve the nearest PBE
(ii) Remove PBE from stowage, including
container or pouch
(iii) Don PBE and activate oxygen in proper
sequence using proper procedures
(iv) Locate and retrieve the nearest
appropriate fire extinguisher
(v) Remove extinguisher from securing
device
(vi) Prepare extinguisher for use (e.g., break
tamper seal, pull pins, release safety latches,
and pressurize bottle)
(vii) Approach source of fire using
protective techniques
(viii) Maintain safe distance from fire with
PBE activated
(ix) Operate extinguisher discharge
mechanism properly
(x) Discharge extinguisher at base of fire
using proper discharge pattern, bottle
position and flight attendant body position
(xi) Use aircraft communication system
with PBE on (as necessary)
(xii) Maintain and ensure ongoing
communication with flight crew
(xiii) Direct passengers to relocate away
from fire location, as appropriate
(xiv) Instruct passengers to breathe through
clothing
(xv) Distribute wet towels, if possible
(xvi) Relocate nearby portable oxygen
bottles and canisters
(xvii) Use additional fire extinguishers and
other firefighting equipment
(xviii) Coordinate ongoing fire control
activity with other flight attendants and
flightcrew members
(xix) Accept replacement by another flight
attendant with PBE and extinguisher (as
necessary) to perform continuous firefighting
duties
(xx) Use follow-up procedures once fire
appears extinguished
(xxi) Monitor indications that PBE is
reaching time limits of operation
(xxii) Remove PBE as usefulness expires or
need is eliminated
(xxiii) Position used PBE and extinguishers
according to certificate holder procedure
(xxiv) Check conditions of passengers in
immediate area
(xxv) Report condition of fire and cabin to
the flight crew
(xxvi) Complete required reports
(20) Training must also include:
(i) Fire Prevention: flight attendant
readiness; cabin checks (including stowage of
articles that could contribute to fire); articles
that may block air vents in the galley;
lavatory checks (including importance of
material and condition of trash container,
spring-loaded flapper door, smoke detection
systems, and fire extinguishers); galley
checks (including improper stowage of
articles in the oven, safe oven operations,
cooking and heating limitations, proper
stowage of flammable materials around ovens
and heating elements or lights and the
importance of keeping areas around vents
clear); enforcement of smoking regulations;
and proper use of electrical equipment
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(including use of circuit breakers).
Crewmembers must also be alert to fires that
can occur on board the aircraft while the
aircraft is on the ground (e.g., during
boarding).
(ii) Characteristics of an aircraft fire: Flashover and criticality of time management;
toxic fumes and chemical irritants; review of
function, use, and limitations of fire fighting
equipment; fire fighting techniques; special
factors (including cabin material
flammability and toxicity); location of highly
combustible and flammable items and
equipment; confined space; evacuation of
personnel from lower lobe galleys and cabin
ventilation.
(iii) Electrical Equipment and Circuit
Breakers: Procedures for circuit breaker use
associated with galleys, service centers, lifts,
lavatories, movie screens and other electrical
equipment must be emphasized as well as
location of accessible (in the passenger cabin)
circuit breakers for each system.
(iv) External Fires on Ground: Crew
coordination; role of flight attendants for
exterior aircraft fires; APU, jetway, ramp
fires; notification of appropriate airport
personnel if necessary.
(d) Task: Land and Water Evacuation
Subtasks:
(1) Recognition of the need for evacuation
(2) Crew communication and coordination
(3) Recognition of the importance of
maintaining situational awareness and ability
to anticipate and adapt as emergency
progresses
(4) When airplane is stopped away from
the gate after a significant event, ensure exits
are armed and actively monitor exit
availability in case an emergency evacuation
is necessary
(5) Use of evacuation signals
(6) Brace for impact position for self and
passengers
(7) Importance of selection and briefing of
able bodied passengers
(8) How to assess conditions
(9) Initiation of evacuation
(10) Decision not to evacuate
(11) Use of commands
(12) Use of protective position
(13) Passenger behavior which may hinder
an evacuation (e.g., passive, aggressive,
negative and positive panic, hysteria)
(14) Passenger flow control management
(15) Evacuation of passengers or
crewmembers who need the assistance of
others
(16) Toxic smoke and flashover time
criticality
(17) Care of passengers following
evacuation
(18) Evacuation procedures for each type of
evacuation, including passenger
preparedness, cabin preparation, and crew
coordination procedures in accordance with
the certificate holder’s procedures
(19) Crew duties and responsibilities for
each crew position on each aircraft type on
which the flight attendant will serve
(20) Primary and secondary exit
responsibilities
(21) Raft responsibilities, including the
importance of effective raft management
(22) Launching and boarding of assigned
raft
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(23) Passenger briefings for each assigned
exit and duty position
(e) Task: Illness, Injury or Other Abnormal
Situations
Subtasks:
(1) The flight attendant must know the
following:
(i) Procedures regarding the proper use of
emergency medical equipment
(ii) Unique aircraft cabin conditions that
make giving first aid difficult
(iii) Incapacitated crewmember procedures,
including maintaining coverage of minimum
crew positions and responsibilities, reseating,
and briefing passengers who may be used for
exit responsibilities
(2) The flight attendant must be trained to
do the following:
(i) Respond to request for assistance or
identify ill or injured individual in need of
first aid
(ii) Communicate and coordinate
information with other crewmembers
(iii) Use interphone to communicate with
flightcrew members
(iv) Use interphone, public announcement
system, or a passenger to locate and inform
other flight attendants or other passengers
needed to assist
(v) Request assistance from onboard
medical personnel
(vi) Use proper techniques to move person
to specified place on that configuration of
airplane, if needed
(vii) Request assistance, if needed, from
other flight attendants, passengers, or flight
crew
(viii) Retrieve universal precaution
equipment, as needed
(ix) Comply with procedures for taking
universal precautions against blood borne
pathogens
(x) Use gloves, mask, eye shield and other
protective gear as needed
(xi) Properly dispose of biohazard
(xii) Report possible exposure to blood
borne pathogens
(xiii) Retrieve and use contents of first aid
kit, EMK, and other emergency medical
equipment, according to certificate holder
procedures
(xiv) Retrieve portable oxygen bottle, if
needed
(xv) Request help from ground (airline
contact with medical professionals on the
ground)
(xvi) Assess condition of person who is ill
or injured, including conducting an
interview to obtain medical history
(xvii) Follow certificate holder’s first
response medical event procedures
(xviii) Use CPR equipment
(xix) Perform CPR
(xx) Follow procedures for performing CPR
during landing
(xxi) Use of AED
(xxii) Ensure someone is monitoring
passenger who requires oxygen
(xxiii) Follow procedures for passenger
who requires oxygen during landing
(xxiv) Properly stow, reposition and report
the use of portable oxygen bottle(s) and other
emergency medical equipment
(xxv) Coordinate with Emergency Medical
Personnel once on the ground
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(xxvi) Follow procedures to handle other
passengers onboard while medical personnel
board and care for ill or injured passenger
(xxvii) Inform flightcrew member of
equipment used
(xxviii) Complete required reports
(3) The flight attendant must be trained to
recognize and respond to the following:
(i) Bleeding
(ii) Chest pain
(iii) Burns
(iv) Injuries to the extremities
(v) Shock
(vi) Unconsciousness
(vii) Allergic reaction
(viii) Hyperventilation
(ix) Stroke
(x) Seizures
(xi) Diabetic emergencies
(xii) Childbirth
(xiii) Abdominal distress
(xiv) Airsickness
(xv) Injuries to the skull, spine, neck and
chest
(xvi) Eye injury
(xvii) Ear distress
(xviii) The effects of alcohol or drug
impairment
(xix) Infectious diseases and conditions
(f) Task: Turbulence
Subtasks:
(1) Awareness of turbulence hazards,
aircraft behavior in turbulence and the need
to maintain personal safety
(2) Predeparture briefing regarding forecast
turbulence related weather conditions
(3) Announcement requirements
(4) Two way communication and
coordination procedures between flightcrew
members and flight attendants during all
phases of flight, including the use of the
Fasten Seat Belt sign
(5) Standardized phraseology and
communications regarding anticipated time,
intensity and duration of turbulence
encounters
(6) Procedures promoting voluntary
passenger seat belt use and compliance with
the Fasten Seat Belt sign
(7) Review of certificate holder history
regarding significant turbulence encounters
and injuries, as appropriate
(8) Location and use of emergency
handholds available in the cabin, galley and
lavatories (such as, handles, grab bars, or
interior wall cutouts) by flight attendants and
passengers who are not seated and restrained
during turbulence
(9) Procedures regarding anticipated and
unanticipated turbulence encounters,
including:
(i) Flight attendant notification by the
flight deck
(ii) Assessing the severity of the turbulence
and initiating standard operating procedures
based on that assessment
(iii) Prioritization of flight attendant duties
(iv) Securing galley and passenger cabin
(v) Flight attendant’s personal safety
(vi) Handling flight attendants who may
become incapacitated during a turbulence
encounter
(10) Handling passengers who may become
injured during a turbulence encounter
(g) Task: Hijacking or Other Unusual
Situations
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Subtask:
The certificate holder must develop a
security program that meets the standards of
the TSA security training program for flight
attendants. The certificate holder must
document that the TSA has approved the
security training program for flight attendants
and the certificate holder must provide
security training to each flight attendant in
accordance with a security program approved
by the TSA.
(h) Task: Aircraft Occurrences, Accidents,
and Incidents
Subtasks:
(1) Importance of crewmember actions
(2) How crewmember actions affect the
outcome of accidents and incidents
(3) Review and discuss previous aircraft
accidents and incidents
(i) Task: Survival Skills
Subtasks:
(1) Effective survival skills to use in
conditions relevant to the certificate holder’s
route structure (e.g., extreme remote
geographical areas)
(2) Appropriate use of specialized survival
equipment on the aircraft
srobinson on DSK4SPTVN1PROD with PROPOSALS2
III. Aircraft Specific Task Requirements (see
§ 121.1369)
A. For Each Aircraft Type
1. Subject: A General Description of the
Aircraft
Description, location, function, and
operation of the following:
(a) Task: Aircraft Characteristics and
Description
Subtasks:
(1) Design
(2) Major aircraft components and control
surfaces
(3) Principle dimensions
(4) Interior configuration
(5) Powerplant
(6) Range
(7) Speed
(8) Altitude
(9) Passenger seating capacity
(b) Task: Cabin Configuration
Subtasks:
(1) Flight attendant panels
(2) Flight attendant jumpseats and restraint
systems
(3) Passenger seating zones
(4) Passenger seats
(5) Galley
(6) Lavatories
(7) Stowage areas
(8) Emergency exits
(9) Oxygen mask compartments
(10) Passenger service units
(11) Passenger convenience panels
(12) Passenger information signs
(13) Required placards
(14) Passenger-cargo configurations
(15) Escape path lighting
(c) Task: Passenger Seats
Subtasks:
(1) Seat belts
(2) Shoulder harnesses
(3) Armrests, footrests and seat recline
controls
(4) Tray tables
(5) Passenger service units
(6) Passenger convenience panels on
armrests
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(7) Passenger information signs
(8) Placards
(9) Passenger entertainment systems
(10) Passenger flotation equipment
(11) Any other passenger seating
equipment or systems relevant to flight
attendant duties and responsibilities
(d) Task: Air Conditioning, Ventilation,
and Pressurization Systems
Subtasks:
(1) Cabin pressurization indicators and
systems
(2) Aircraft environmental control systems
(3) Any other air conditioning and
pressurization equipment or systems relevant
to flight attendant duties and responsibilities
(e) Task: Flight Attendant Jumpseats
Subtasks:
(1) Preflight
(2) Automatic seat retraction
(3) Jumpseat headrest
(4) Restraint system integrity
(5) Function and operation of the restraint
system
(6) Securing restraint system when not in
use
(7) Flotation equipment
(8) Any other flight attendant station
equipment or systems relevant to flight
attendant duties and responsibilities
(f) Task: Flight Attendant Panels
Subtasks:
(1) Identification and function of controls,
switches and indicators on flight attendant
panels
(2) Preflight and use of controls and
switches
(3) Any other flight attendant panel
equipment or systems relevant to flight
attendant duties and responsibilities
(g) Task: Carry On Baggage Stowage
Subtasks:
(1) Overhead compartments
(2) Open overhead racks
(3) Closets
(4) Stowage compartments
(5) Underseat stowage restraint
requirements
(6) Weight restrictions
(7) Restraint or latching requirements
(8) Required placards
(9) Location requirements for oversized
items in the passenger cabin
(10) Designated areas for the carriage of pet
containers in the passenger cabin
(11) Designated areas for the stowage of
passenger assistance aids, such as
wheelchairs, canes and crutches
(12) Any other carry on baggage stowage
equipment or systems relevant to flight
attendant duties and responsibilities
(h) Task: Communication Systems
Subtasks:
(1) Call system, including:
(i) Call light switches
(ii) Chime and light indicators when a call
is initiated
(iii) Routine and emergency call light
identification
(iv) Resetting procedures for call light
indicators
(2) Interphone system, including:
(i) Location of handset controls and
indicators
(ii) Function and operation of routine and
emergency controls and indicators
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(iii) Interphone system inoperative
procedures
(3) Passenger address system, including:
(i) Location of handset and microphone
controls and indicators
(ii) Passenger address system inoperative
procedures
(iii) Any other communication equipment
or systems relevant to flight attendant duties
and responsibilities
(i) Task: Entertainment and Convenience
Systems
Subtasks:
(1) Description of aircraft entertainment
and convenience systems
(2) Location and operation of controls and
switches including system indicators
(3) Problem identification, including
probable causes and corrective action
procedures
(4) Location of accessible circuit breakers
for each system
(5) Any other entertainment and
convenience equipment of systems relevant
to flight attendant duties and responsibilities
(j) Task: Flight Deck Configuration
Subtasks:
(1) Flightcrew member and observer
stations
(2) Portable emergency equipment
(3) Use of oxygen systems
(4) Use of flight deck door securing devices
and locking systems
(5) Operation of observer’s jumpseat,
including function and operation of the
restraint system
(6) Operation of flight deck door including
emergency opening procedures
(7) Emergency exits and means of egress
(8) Any other flight deck equipment or
systems relevant to flight attendant duties
and responsibilities
(k) Task: Galleys
Subtasks:
(1) Ovens
(2) Refrigeration units
(3) Stowage compartments and latching
devices
(4) Carts and braking mechanisms and
restraining devices
(5) Electrical control panels and circuit
breakers
(6) Water system and water shutoff valves
(7) Oxygen mask compartments
(8) Lower lobe galleys including operation
of escape exits and lifts
(9) Weight restrictions
(10) Any other galley equipment or systems
relevant to flight attendant duties and
responsibilities
(l) Task: Lavatories
Subtasks:
(1) Washbasins
(2) Supply compartments and latching
devices
(3) Oxygen mask compartments
(4) Passenger information signs
(5) Required placards
(6) Automatic fire extinguishers
(7) Fire detection systems
(8) Water shut off valves
(9) Water heater switches and indicators
(10) Interior door locking mechanism and
signs
(11) Special lavatory components (e.g.,
doors that may be removed to facilitate
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access to an incapacitated passenger, lavatory
walls which retract to allow for stretcher
removal around corners and out of certain
exits)
(12) Any other lavatory equipment or
systems relevant to flight attendant duties
and responsibilities
(m) Task: Required Signs and Placards
Subtasks:
(1) Passenger information signs, including:
(i) No Smoking signs
(ii) Fasten Seat Belt signs
(iii) Lavatory Occupied signs
(iv) Return To Seat signs in the lavatory
(v) Exit signs
(2) Aircraft markings, including:
(i) Interior emergency exit markings
indicating location of each passenger
emergency exit
(ii) Emergency exit handle markings
indicating location of operating handle and
instructions for opening exit
(iii) Emergency equipment markings to
identify equipment location
(3) Aircraft placards, including:
(i) Placards on each forward bulkhead and
passenger seat stating Fasten Seat Belt While
Seated
(ii) Placards in each lavatory stating
Federal law provides for a penalty for
tampering with the smoke detector installed
in this lavatory
(iii) Weight limit placards
(n) Task: Lighting and Electrical Systems
Subtasks:
(1) Interior and exterior lighting
(2) Cabin lighting systems, including:
(i) Controls
(ii) Switches
(iii) Testing procedures, in accordance
with certificate holder procedures
(3) Cabin circuit breakers, including:
(i) Means of access
(ii) Switches
(iii) Indicators
(o) Task: Oxygen Equipment and Systems
Subtasks:
(1) Flightcrew and observer oxygen system,
including:
(i) Location of oxygen regulators and quickdonning oxygen masks
(ii) Emergency operation of oxygen
regulator switches and indicators
(iii) Distinction between ‘‘on demand’’ and
‘‘under pressure’’ oxygen flow
(iv) Proper use of oxygen masks
(2) Passenger oxygen systems, including:
(i) Description and location of each type of
oxygen mask and compartment
(ii) Location of extra masks
(iii) Description and location of oxygen
mask compartment door latching indicators
(iv) Method to manually open each type of
oxygen mask compartment
(v) Restrictions for repacking oxygen mask
compartments
(vi) Automatic and manual means of
system activation
(vii) Indicators of oxygen system activation
(viii) Procedure for initiating oxygen flow
to the mask(s)
(ix) Procedure for properly donning oxygen
mask and testing for oxygen flow
(x) Procedure for resetting oxygen system
in the event oxygen system is not designed
to shut off automatically
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(xi) Procedure for activating aircraft system
for first aid oxygen, if available
(xii) Any other fixed oxygen equipment or
systems relevant to flight attendant duties
and responsibilities
(p) Task: Notification of Inoperative
Equipment
Subtasks:
(1) MEL, including specific cabin
equipment and systems pertinent to flight
attendant duties that may be inoperative,
including the importance of requesting this
information during the preflight briefing
(2) Impact of inoperative cabin equipment
and systems on flight attendant duties and
procedures as briefed by PIC
(q) Task: Emergency Equipment Location.
Location of emergency equipment, if not
included in emergency equipment training
(see paragraph II.C.1 (a) through (d) of this
attachment)
(r) Task: Emergency Exit Doors, Plugs and
Hatches, Including Doors, Window Exits,
Floor Level Exits, Tailcone Exits, Ventral
Stairs, Flight Deck Exits, and Any Other Exit
Designed for Passenger or Crewmember
Egress From the Aircraft
Subtasks:
(1) Location, function, normal and
emergency operation and limitations of each
emergency exit if this information is not
included in Emergency Equipment Training
(see paragraph II.C.1.(e) of this attachment)
(2) Any other exit designed for passenger
or crewmember egress from the aircraft
(i) Procedures for using each exit in the
normal mode (if applicable)
(ii) Procedures for using each exit in the
emergency mode
(s) Task: Crewmember Rest Facilities
Subtasks:
(1) Operation of emergency systems
(2) Operation of escape exits
(3) Operation of escape lifts
(4) Oxygen systems
(5) Communication systems
(6) Restraint systems
(7) Any additional equipment or systems in
the crewmember rest facilities on the aircraft
on which the flight attendant serves
2. [Reserved]
B. [Reserved]
IV. Emergency Training Drill Requirements
(see § 121.1373)
A. Each flight attendant must operate each
exit of each aircraft type on which the flight
attendant is to serve in both the normal and
emergency modes, including the actions and
forces required in the deployment of
emergency evacuation slides.
B. Each flight attendant must complete the
following emergency training drills during
the specified training periods, using those
items of installed emergency equipment for
each type of aircraft operated by that part 119
certificate holder in which the flight
attendant is to serve.
C. Each piece of emergency equipment and
training device must be secured using the
same bracket or securing device that is used
on the aircraft, prior to being operated by
each flight attendant during each drill (if the
flight attendant does not complete the
equipment mountings drill for that piece of
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equipment) or prior to being operated for
each flight attendant during an observation
drill.
D. Flight attendants must complete each
drill without manual reference or coaching.
E. Successful individual evaluation of each
flight attendant’s performance by a person
authorized to administer proficiency tests is
required. Flight attendants who cannot
demonstrate the required level of proficiency
during testing must be retrained in
accordance with the certificate holder’s
procedures prior to retesting.
F. The operation of the equipment must
replicate that installed in the certificate
holder’s aircraft on which the flight attendant
is to be qualified with respect to weight,
dimensions, appearance (e.g., color, placards
and markings), features, charge (if
applicable), controls, types, and operation.
V. Emergency Training Drills—General (see
§ 121.1373)
A. Subject: Job Performance Drills
1. Task: Operation of Each Type of Installed
Hand Fire Extinguisher (Job Performance)
(a) Environment: The extinguisher must be
charged; however, it may be charged with an
environmentally friendly agent and meet the
requirements of IV.F of this attachment.
(b) Task: This drill is not required for the
type of fire extinguisher used in the
protective breathing equipment and
firefighting drill (Task 8). Flight attendants
must fight an actual or simulated fire. The
flight attendant must complete the following
during the drill, and be evaluated and
debriefed on the proper use of equipment
and procedures:
(1) Remove fire extinguisher from the
brackets (if not completed during the
equipment mountings drill)
(2) Prepare extinguisher for use (e.g., rotate
handle to pressurize, perform actions to
break tamper seals, pull pin, release safety
latch)
(3) Operate extinguisher discharge
mechanism properly
(4) Aim and discharge extinguisher at the
base of the fire (actual or simulated ‘‘open
flame’’) or as close to the source as possible
(‘‘hidden fire’’) using proper discharge
pattern, bottle position and flight attendant
body position.
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate.
2. Task: Operation of Each Type of Portable
Oxygen Equipment (Job Performance)
(a) Environment: The drill does not need to
be repeated using each type of portable
oxygen bottle installed in the aircraft
provided the procedures, oxygen mask
tubing, fittings, and the means to activate the
oxygen flow are the same from one bottle to
the other, regardless of the size of the
portable oxygen bottle. Where types differ,
the drills must be repeated with the
appropriate equipment and meet the
requirements of IV.F of this attachment.
(b) Task: The flight attendant must
complete the following during the drill, and
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be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Remove the bottle or canister from the
bracket or stowage (if not completed during
the equipment mountings drill)
(2) Retrieve oxygen mask and hose, attach
coupling to outlet as per air carrier’s
procedures
(3) Use the carrying strap
(4) Prepare the ‘‘passenger’’ for receiving
oxygen administration (e.g., no smoking,
possibly relocating passenger)
(5) Activate the oxygen and test for flow,
position and secure the mask to the
passenger’s face
(6) Secure the oxygen bottle or canister and
position it to monitor the supply
(7) Demonstrate proper handling
techniques if using portable solid state units
(8) Demonstrate proper placement of hot
generators, as per certificate holder
procedures, if using solid state units
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate. The flight attendant must also
recognize indications regarding duration of
oxygen supply.
3. Task: Operation of Each Type of Fixed
Oxygen System in the Cabin (Job
Performance)
(a) Environment: The drill does not need to
be repeated using each type of fixed oxygen
system installed in the aircraft provided the
procedures and the means to activate the
oxygen flow, and the method to manually
open the compartment, are the same from
one system to another. Where types differ,
the drills must be repeated with the
appropriate equipment and meet the
requirements of IV.F of this attachment.
(b) Task: The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Each flight attendant must manually
drop oxygen mask and follow the
crewmember coordination procedures
(2) The flight attendant must demonstrate
the ability to ‘‘turn on’’ the oxygen system, if
necessary
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate.
4. Task: Operation of Each Type of Protective
Breathing Equipment (Job Performance)
(a) Environment: PBE consisting of a
portable oxygen bottle and full-face mask
must be fully operational and charged. Self
contained PBE may be substituted with a
training smoke hood that is not operational.
In addition the equipment must meet the
requirements of IV.F. of this attachment.
(b) Task: This drill is not required for the
type of PBE used in the protective breathing
equipment and firefighting drill (Task 8). The
flight attendant must complete the following
during the drill, and be evaluated and
debriefed on the proper use of equipment
and procedures:
(1) Remove PBE from stowage including
stowage container (if not accomplished
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during the equipment mountings drill) and
pouch, if applicable
(2) Don PBE and activate oxygen in proper
sequence and using proper techniques
(3) Verify proper seal
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate. The flight attendant must also be
trained to recognize indications regarding
duration of oxygen supply.
5. Task: Operation of Each Type of Installed
Life Preserver and Each Type of Individual
Flotation Means (Job Performance)
(a) Environment: See paragraph IV.F of this
attachment.
(b) Task: The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Remove life preserver from the sealed
or closed (actual or simulated) pouch
(2) Don and secure life preserver and
inflate using automatic inflation of at least
one chamber
(3) Partially inflate or simulate inflation of
second chamber of life preserver orally
(4) Practice deflation technique
(5) Locate and review light activation
(6) Demonstrate the procedures to use a life
preserver for a child (and infant, if
applicable)
(7) Demonstrate proper arm placement and
use of seat cushion
(8) Demonstrate use of seat cushion by
infant and small child utilizing air carrier’s
procedures
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate. The flight attendant must also:
(1) Recognize removal procedures for seat
cushions, and also recognize any equipment
or furnishings that may complement or may
hinder the removal of the seat cushion or life
preserver
(2) Recognize the hazards that can be
associated with inflating life preservers in the
aircraft
6. Task: Operation of Each Type of
Automated External Defibrillator (AED) (Job
Performance)
(a) Environment: See paragraph IV.F of this
attachment
(b) Task: The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Remove the AED from the bracket or
stowage (if not completed during the
equipment mountings drill)
(2) Prepare the AED for use
(3) Prepare the scene and ‘‘passenger’’ for
use of an AED
(4) Follow AED prompts for proper use,
including the administration of shocks,
rescue breathing and the administration of
cardiopulmonary resuscitation (CPR) if so
prompted, to include the use of the CPR
mask
(5) Detach leads, if required by certificate
holder procedures
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
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coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate. The flight attendant must also
recognize the need for defibrillation. The
flight attendant must recognize precautions
regarding placement and use of AED for
adults, children or infants, if applicable.
7. Task: Cardiopulmonary Resuscitation
(CPR)—Adult, Child, and Infant (Job
Performance)
(a) Environment: This drill must be
performed using training equipment that
meets the requirements of IV. F of this
attachment and creates an effective
environment for the accomplishment of the
performance drill.
(b) Task: This CPR drill is not required if
the flight attendant performs CPR during the
operation of each type of installed automated
external defibrillator. The flight attendant
must complete the following during the drill,
and be evaluated and debriefed on the proper
use of equipment and procedures:
(1) Administer CPR, to include the use of
the CPR mask, for adult, child or infant CPR.
Each must be done within a three year cycle
(2) [Reserved]
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate. The flight attendant must also
recognize the need for CPR.
8. Task: Protective Breathing Equipment and
Firefighting Drill (Job Performance)
(a) Environment: This drill must be
performed using training equipment that
creates an effective environment for the
accomplishment of performance drills using
at least one type of hand fire extinguisher
that replicates the features and operating
mechanisms of the installed fire
extinguishers, with the exception of the
extinguishing agent, and is appropriate for
the type of actual fire being fought while
using the type of installed PBE required by
§ 121.337 or an approved PBE simulation
device. A self-contained PBE may be
substituted with a training smoke hood
which is not operational.
(b) Task: The flight attendant must
complete at least one approved protective
breathing equipment and firefighting drill in
which the flight attendant combats an actual
fire, during basic qualification training.
(1) For recurrent training, the flight
attendant must combat an actual or simulated
fire using at least one type of installed hand
fire extinguisher or approved training device
that is appropriate for the type of actual fire
or simulated fire to be fought while using the
type of installed PBE required by § 121.337
or an approved PBE simulation device
(2) Each 36 months, the flight attendant
must combat at least one ‘‘hidden fire’’ that
is actual or simulated (e.g., behind a panel,
in a lavatory or with an undisclosed source
of origin)
(3) The flight attendant must complete the
following during the drill, and be evaluated
and debriefed on the proper use of
equipment and procedures:
(i) Locate source of fire and smoke
(ii) Remove PBE from stowage container
and pouch
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(iii) Don PBE and activate oxygen in proper
sequence (activation of oxygen may be
simulated)
(iv) Verify neck seal
(v) Simulate the use of aircraft
communication systems
(vi) Select appropriate fire extinguisher
(vii) Remove the fire extinguisher from
brackets/secured position (if not
accomplished during the equipment
mountings drill)
(viii) Prepare extinguisher for use (e.g.,
rotate handle to pressurize, perform action to
break tamper seals, pull pin, release safety
latch)
(ix) Approach fire or smoke
(x) Fight fire using proper techniques
(xi) Operate extinguisher discharge
mechanism properly
(xii) Demonstrate proper passenger
handling/protection techniques
(xiii) Ensure fire is extinguished
(xiv) Use proper techniques for PBE
removal
(xv) Properly secure equipment as per
certificate holder’s procedures
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate. The flight attendant must also
recognize the problem, be aware of PBE
duration, and be aware of signals that PBE is
no longer generating oxygen to wearer.
9. Task: Cabin Preparation (Land and Water
Evacuation) Drill (Job Performance)
(a) Environment: This drill must be
performed using training equipment that
creates an effective environment for the
completion of the performance drill.
(b) Task: Each flight attendant must
participate as either a flight attendant or a
passenger in a full, complete, and
uninterrupted cabin preparation as outlined
in the ‘‘Cabin Preparation for a Planned Land
Evacuation’’ drill. In addition, if the flight
attendant is to be qualified in extended
overwater operations, that flight attendant
must participate as either a flight attendant
or a passenger in a full, complete and
uninterrupted cabin preparation as outlined
in the ‘‘Cabin Preparation for a Planned Water
Landing (Ditching)’’ drill.
(c) For the purposes of recurrent training,
flight attendants may complete a ‘‘Cabin
Preparation for a Planned Land Evacuation’’
drill and a ‘‘Cabin Preparation for a Planned
Water Landing (Ditching)’’ drill during
alternate recurrent training cycles. If the
flight attendant has not participated as a
flight attendant in one of the cabin
preparation drills, then the flight attendant
must participate as a flight attendant in at
least a portion of another evacuation drill.
(d) The flight attendant must participate as
a crewmember or a passenger in at least one
of the following approved cabin preparation
drills to include crew coordination
procedures, cabin preparation and passenger
preparation that is applicable to the
certificate holder’s operations. The flight
attendant must also apply tasks and
procedures following the prescribed
sequence, as priorities allow.
(e) During the initiation phase of the cabin
preparation for the planned land evacuation
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and the planned water landing (ditching), the
flight attendant must:
(1) Receive notification from the flight
deck, including:
(i) Use of emergency notification signal
(ii) Confirmation from the flight deck that
an emergency landing and evacuation are
anticipated
(2) Communicate with PIC to obtain the
following essential information:
(i) Find out the amount of time remaining
until landing
(ii) Find out what type of landing is
anticipated (e.g., aircraft configuration,
environmental conditions, which exits can be
used)
(iii) Establish and confirm signal to assume
brace for impact position
(iv) Confirm signal to evacuate
(v) Coordinate with other flight attendants
(3) Prepare the cabin as follows:
(i) Secure galley ensuring all galley
components and supplies are properly
restrained
(ii) Adjust cabin lights to full bright
(iii) Deliver emergency announcement or
demonstration
(f) The flight attendant must complete the
following during the drills, and be evaluated
and debriefed on the proper use of
equipment and procedures:
(1) Conduct a Cabin Preparation for a
Planned Land Evacuation
(i) Conduct initiation phase of the cabin
preparation for the Planned Land Evacuation
in accordance with paragraph V.A.9.(e) of
this attachment
(ii) Instruct passengers to secure seatbelts
low and tight and review how to release seat
belts
(iii) Instruct passengers on brace for impact
position(s) beginning with the position to be
assumed by the majority of passengers
(iv) Conduct passenger review of passenger
safety information card
(v) Instruct passengers on location of exits
(primary and alternate)
(vi) Direct passenger attention to the
location of escape path lighting
(vii) Instruct passengers on how to exit
down slides or out windows
(viii) Instruct passengers on use of escape
ropes or escape tapes at overwing exits
(ix) Direct passengers to leave everything
behind
(x) Direct passengers to stay low in a smoke
filled cabin
(xi) Reseat passengers as necessary
(xii) Brief able bodied passengers on tasks:
(A) Exit operation
(B) Signals or commands regarding starting
the evacuation
(C) Slide operation
(xiii) Conduct compliance check
(xiv) Prepare for landing
(xv) Provide last minute instructions to
passengers
(xvi) Check exits to ensure they are ready
for evacuation
(xvii) Adjust cabin lighting to dim or off
setting, in accordance with air carrier
procedures
(xviii) Secure barrier strap
(xix) Use proper techniques to fasten flight
attendant restraint system
(xx) Inform PIC of cabin readiness
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(xxi) Perform silent review
(xxii) Assume flight attendant protective
brace position
(xxiii) Command passengers to assume
protective brace position and continue brace
commands until the aircraft has come to a
complete stop
(2) Conduct a Cabin Preparation for a
Planned Water Landing (Ditching)
(i) Conduct initiation phase of the cabin
preparation for the Planned Water Landing
(Ditching) in accordance with paragraph
V.A.9.(e) of this attachment
(A) Direct passengers to don life vests and
instruct them on use
(B) Don crew life vest
(C) Instruct passengers to secure seatbelts
low and tight and review how to release seat
belts
(D) Instruct passengers on brace for impact
position(s) beginning with the position to be
assumed by the majority of passengers
(E) Conduct passenger review of passenger
safety information card
(F) Instruct passengers on location of exits
(primary and alternate)
(G) Direct passenger attention to the
location of emergency floor level lighting
(H) Instruct passengers on how to exit
down slides or out windows
(I) Direct passengers to leave everything
behind
(J) Direct passengers to stay low in a smoke
filled cabin
(K) Reseat passengers as necessary
(ii) Brief able bodied passengers on tasks:
(A) Exit operation
(B) Signals or commands regarding starting
the evacuation
(C) Positioning raft according to carrier
procedures
(D) Use of slide raft as raft
(E) Launching raft or slide raft
(iii) Continue with cabin preparation:
(A) Complete compliance check
(B) Prepare for landing
(C) Provide last minute instructions to
passengers
(D) Check exits to ensure they are ready for
evacuation
(E) Adjust cabin lighting to dim or off
setting
(F) Secure barrier strap
(G) Use proper techniques to fasten flight
attendant restraint system
(H) Inform PIC of cabin readiness
(I) Perform silent review
(J) Assume flight attendant protective brace
position
(K) Command passengers to assume
protective brace position and continue to
shout brace commands until the aircraft has
come to a complete stop
(g) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or actions)
with other crewmembers during the drill, as
appropriate. The flight attendant must also:
(1) Demonstrate awareness of his or her
duties as a crewmember and duties of other
crewmembers during an evacuation
(2) Review procedures for evacuation of
passengers or crewmembers needing
assistance
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10. Task: Evacuation Drills (Job Performance)
(a) Environment: This drill must be
performed using training equipment that
creates an effective environment for the
accomplishment of performance drills.
(b) The flight attendant must complete the
following during the drill, and be evaluated
and debriefed on the proper use of
equipment and procedures.
(c) During the initiation phase for
evacuation drills, the flight attendant must:
(1) Issue brace for impact commands when
directed by PIC or at the first sign a problem
exists that could lead to impact and an
evacuation
(2) Remain seated until the aircraft comes
to a complete stop
(3) Open or release seat belts
(4) Assess conditions
(5) Activate emergency lights
(6) Aggressively initiate evacuation
procedures using communication protocols
or manage passenger behavior if decision is
made not to evacuate
(7) Activate evacuation signal
(8) Shout evacuation commands to
passengers
(9) Conduct evacuation at floor level exits
(10) Assess conditions at exit
(11) Apply forces necessary to open door
in emergency mode and under possible
adverse conditions
(12) Take appropriate precautions for door
hazard conditions
(13) Hold onto assist handle
(14) Open the exit in the armed mode
(15) Use manual operation if pneumatic
operations fail
(16) Block and redirect if necessary
(17) Secure the exit in the fully open
position
(18) Hold passengers back until exit is
open and ready for evacuation
(d) Task: Conduct a planned or unplanned
land evacuation drill
(1) Conduct initiation phase for evacuation
(See paragraph V.A.10(c) of this attachment.)
(2) During the land evacuation drill the
flight attendant must perform assigned duties
following emergency landing or aborted takeoff
(3) Pull the manual inflation handle and
verify deployment, inflation (e.g., ramp,
slide); in the case of stairs, ensure they are
positioned for evacuation
(4) Maintain appropriate protective body
and hand positions
(5) Shout evacuation commands to
passengers
(6) Use passenger flow management control
(7) Open exits and manage flow control at
more than one exit if procedures require
responsibility for opening more than one exit
(8) Direct passengers to any usable exit
(9) Give commands to able bodied
passengers
(10) Conduct evacuation at over wing exits.
(i) Go to exit (if part of assigned duties)
(ii) Assess conditions at exit
(iii) Remove hatch
(iv) Dispose of hatch
(v) Maintain appropriate protective body
and hand positions
(vi) Give commands to passengers at over
wing exit
(vii) Control passenger flow at over wing
area
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(viii) Use escape ropes or escape tapes
(11) Ensure evacuation of passengers
needing assistance
(12) Evacuate crewmember through most
appropriate exit, if crewmember is
incapacitated
(13) Shout commands to helper passengers
at the bottom of the slides, stairs or exit
(14) Remove emergency equipment
(15) Check flight deck
(e) Task: Conduct a planned or unplanned
water (ditching) evacuation drill
(1) Conduct initiation phase of the
unplanned land evacuation (See paragraph
V.A.10(c) of this attachment)
(2) During the planned water (ditching)
evacuation drill the flight attendant must
perform assigned duties following impact
(3) Pull the manual inflation handle(s) and
verify deployment, inflation, if applicable
(4) Review deployment procedures for
inflated slide and launch rafts if aircraft
equipped with life rafts
(5) Evacuate passengers into raft, slide raft,
or water
(6) Maintain appropriate protective body
and hand positions
(7) Shout door commands to passengers
(8) Use passenger flow management control
(9) Direct passengers to most useable doors
(10) Give commands to able bodied
passengers
(11) Ensure evacuation of passengers
needing assistance
(12) Inflate crew life vest
(13) Conduct evacuation at over wing exit
(i) Go to exit (if part of assigned duties)
(ii) Remove hatch
(iii) Dispose of hatch as per certificate
holder procedures
(iv) Review procedures to launch rafts at
over wing exit
(v) Use escape ropes or tapes at overwing
area
(vi) Give commands to passengers at over
wing exit
(vii) Control passenger flow at over wing
area
(viii) Ensure evacuation of passengers
needing assistance
(f) Task: Control An Unwarranted
(Unneeded) Evacuation
The flight attendant must perform the
following:
(1) Take protective position if at door
(2) Coordinate with crew
(3) Stop evacuation; use strong commands
(g) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate. The flight attendant must also
review procedures for evacuation of
passengers needing assistance
11. Task: Equipment Mountings Drill (Job
Performance)
(a) Environment: Each piece of emergency
equipment and training device must be
secured using the same bracket or securing
device that is used on the aircraft, prior to
being operated by each flight attendant
during each drill or prior to being operated
by each flight attendant during the
equipment mountings drill.
(b) Task: The flight attendant must
complete the following during the drill, and
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be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Completely remove each piece of
portable emergency equipment from its
bracket or securing system
(2) Resecure each piece of portable
emergency equipment in its bracket or
securing system or properly stow according
to certificate holder procedures
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate. The flight attendant must also
recognize the importance of removing
equipment as quickly as possible.
12. Task: Ditching Survival Drill (Dry
Training Environment) (Job Performance)
(a) Environment: The certificate holder
may substitute a raft, provided there are no
substantive differences with respect to
weight, dimensions, appearance, features,
and operations and the certificate holder
provides differences training approved by the
FAA. However, when flight attendants are
trained and qualified on multiple aircraft
types that are extended overwater equipped,
the flight attendant must complete ‘‘hands
on’’ drill training on each different raft and
slide raft on a training schedule acceptable to
the FAA, not to exceed a 5 year recurrent
training cycle.
(b) Task: The flight attendant must
participate in the following approved dry
ditching drill as applicable to the certificate
holder’s procedures and approved extended
overwater operations. The flight attendant
may complete this drill in conjunction with
the one time wet ditching drill to initially
qualify to serve on an aircraft that is used for
extended overwater operations. In addition,
the flight attendant must perform this drill
during recurrent or requalification training,
as applicable.
(c) The flight attendant must complete the
following during the drill, and be evaluated
and debriefed on the proper use of
equipment and procedures:
(1) Identify boarding station and board raft
(2) Review the need to crawl and stay low
(3) Discuss the importance of distributing
the load
(4) Review the need to stay attached to the
aircraft as long as possible, and operation of
the quick disconnect
(5) Review the need to get clear of fuelcovered water and debris
(6) Locate and deploy the sea anchor
(7) Discuss the importance of upwind and
downwind
(8) Retrieve the survival kit and review
contents
(9) Identify inflation valve and review
operation of inflation pump and raft repair
kit
(10) Identify items such as bailing bucket
and sponge for bailing raft dry
(11) Erect the canopy and discuss methods
for collecting rain water and water
purification techniques
(12) Demonstrate how canopy can be used
in both hot and cold climates
(13) Review signaling devices located in
survival kits or brought to the raft
(14) Discuss the cautions associated with
flares and sea dye marker and proper use
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(15) Point out raft lights
(16) Review alternate signaling devices
(e.g. mirrors)
(17) Locate and demonstrate use of heaving
line. Review techniques to retrieve survivors
(18) Discuss raft management including
distribution of duties to passengers and
ongoing physiological effects of the situation
(19) Discuss long term water survival
techniques or strategies
(20) Discuss static line breaking strain
(21) Discuss transporting incapacitated
persons from the aircraft into the rafts
(d) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate.
13. Jumpseat Drill (Job Performance)
(a) Environment: Each flight attendant
must complete a flight attendant jumpseat
drill by using at least one type of installed
flight attendant jumpseat from an aircraft on
which the flight attendant will be qualified
to serve.
(b) Task: This is an emergency drill
requirement that the flight attendant must
complete for the certificate holder for which
the flight attendant is employed. This drill is
not required if the flight attendant has
completed any drill using at least one type
of installed flight attendant jumpseat from an
aircraft on which the flight attendant will be
qualified to serve during an exit device
operation drill or evacuation drill. During the
completion of proficiency drills, the flight
attendant must operate at least one exit
starting from a seated position on at least one
type of installed flight attendant jumpseat
from an aircraft on which the flight attendant
will be qualified to serve during an exit
device operation drill, evacuation drill or
flight attendant jumpseat drill.
(c) The flight attendant must complete the
following during the drill, and be evaluated
and debriefed on the proper use of
equipment and procedures:
(1) Preflight check of the flight attendant
jumpseat
(2) Properly secure restraint system
(3) Demonstrate brace position appropriate
for flight attendant jumpseat location on
aircraft, as per certificate holder procedures
(4) Proper methods of releasing restraint
device, in accordance with per certificate
holder procedures
(5) Proper method of stowing flight
attendant jumpseat and restraint system, in
accordance with certificate holder
procedures
(d) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate.
B. Subject: One Time Job Performance Drills
1. Ditching Survival Drill (Wet Training
Environment) (Job Performance)
(a) Environment: The certificate holder
may substitute a raft, provided there are no
substantive differences with respect to
weight, dimension, appearance, features, and
operations, and the certificate holder
provides differences training approved by the
Administrator.
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(b) Task: This is a one-time emergency drill
requirement that the flight attendant must
accomplish for the certificate holder for
which the flight attendant is employed. This
one time drill must be given in basic
qualification or transition training,
whichever training initially qualifies the
flight attendant to serve on an airplane that
is used for extended overwater operations.
(c) Activities prior to raft boarding may be
done in classroom, airplane, or airplane
mockup. Raft boarding and subsequent
activities must be done in water.
(d) Task: The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Don and use life vest as a means of
flotation
(2) Use flotation seat cushion for adult and
child or infant
(3) Board the raft
(4) Demonstrate effective raft management
(e.g., distribute passengers and deploy sea
anchor)
(5) Use heaving lines and life lines
(6) Erect the raft canopy
(7) Manage passengers, including
distribution of duties to passengers
(e) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate.
2. Emergency Evacuation Egress Slide Drill
(Job Performance)
(a) Environment: Each flight attendant
must complete an emergency evacuation
slide drill by egressing the aircraft or
approved training device using at least one
type of installed emergency evacuation slide
from an aircraft on which the flight attendant
will be qualified to serve.
(b) Task: This drill is required when the
flight attendant is qualifying on an aircraft
that is equipped with emergency evacuation
slides. This drill is not required if the flight
attendant egresses the aircraft or approved
training device using at least one type of
installed emergency evacuation slide from an
aircraft on which the flight attendant will be
qualified to serve during the evacuation drill.
(See paragraph V.A.10 of this attachment.)
(c) This is a one-time emergency drill
requirement that the flight attendant must
complete for the certificate holder for which
the flight attendant is employed. This one
time drill must be given in basic
qualification, transition training, or recurrent
training, whichever training initially
qualifies the flight attendant to serve on an
aircraft with evacuation slides.
(d) The flight attendant must complete the
following during the drill, and be evaluated
and debriefed on the proper use of
equipment and procedures:
(1) Observe the airplane exits being opened
in the emergency mode and the associated
exit slide or slide raft pack being deployed
and inflated or perform the tasks resulting in
the completion of these actions (if not
completed during the emergency evacuation
including the use of a slide observation drill)
(2) Use the correct method to egress the
aircraft and descend the slide
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(e) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate.
3. Emergency Evacuation Egress Drill (Job
Performance)
(a) Environment: Each flight attendant
must complete an emergency evacuation drill
by egressing the aircraft or approved training
device using at least one type of installed
emergency exit, from an aircraft on which the
flight attendant will be qualified to serve.
(b) Task: This is a one-time emergency drill
requirement that the flight attendant must
complete for the certificate holder for which
the flight attendant is employed. This one
time drill must be given in basic qualification
or transition, whichever training initially
qualifies the flight attendant to serve on an
aircraft that is not equipped with evacuation
slides. An emergency exit that has stairs may
not be used.
(c) The flight attendant must complete the
following during the drill, and be evaluated
and debriefed on the proper use of
equipment and procedures:
(1) Observe the aircraft exits being opened
in the emergency mode or perform the tasks
resulting in the completion of these actions
(2) Use the correct method to egress the
aircraft, or training device that is
representative of the aircraft in relation to sill
height from the ground or window exit to the
wing
(d) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate.
C. Subject: Observation Drills
1. Task: Removal From the Aircraft or
Training Device and Inflation of Each Type
of Installed Life Raft (Observation Drill)
(a) Environment: See paragraph IV.F. of
this attachment.
(b) Task: The flight attendant must
complete the following during the
observation drill, and be evaluated and
debriefed on the proper use of equipment
and procedures:
(1) Specific attachment points in the
aircraft
(2) How and where to attach life raft to
aircraft
(3) Safe inflation techniques
(4) Launching points
(5) Righting overturned rafts, if applicable
2. Task: Deployment, Inflation and
Detachment From the Aircraft of Each Type
of Installed Slide or Slide Raft Pack
(Observation Drill)
(a) Environment: See paragraph IV.F. of
this attachment.
(b) Task: The flight attendant must
complete the following during the
observation drill, and be evaluated and
debriefed on the proper use of equipment
and procedures:
(1) Proper use of the exit operating handle
(2) Location and color of the inflation
handle
(3) Demonstration of forces and actions
required to inflate slide or slide raft
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(4) Sound of inflating slide or slide raft
(5) Proper inflation and position of the
slide or slide raft
(6) Location of the ditching handle or laces
(7) Demonstration of the forces and actions
required to use the ditching handle including
secondary actions
(8) Lanyard and the removal or cutting of
lanyard using the certificate holder’s
procedures
(9) Righting overturned rafts, if applicable
3. Task: Emergency Evacuation Including the
Use of a Slide (Observation Drill)
(a) Environment: See paragraph IV.F. of
this attachment.
(b) Task: The flight attendant must
complete the following during the
observation drill, and be evaluated and
debriefed on the proper use of equipment
and procedures:
(1) Correct methods of evacuation
(2) Correct methods of entering the slide
(3) Necessity for helpers at the bottom of
slide
4. Task: Non-Floor Level Exits in the Flight
Deck Through Which a Crewmember May
Egress the Aircraft (Observation Drill)
(a) Environment: See paragraph IV.F. of
this attachment.
(b) Task: Each flight attendant must
observe the operation of any additional exits
in the flight deck that crewmembers may use
to egress the aircraft type for which the flight
attendant is qualifying. The flight attendant
may receive AOE credit for observing the exit
operation on the aircraft or in an approved
training device. The flight attendant must
complete the following during the
observation drill, and be evaluated and
debriefed on the proper use of equipment
and procedures:
(1) Assesses conditions outside the exit to
determine exit usability
(2) Correct use of the exit operating
mechanism including hand and body
position
(3) Use of proper terms and procedures
(4) Correct positioning of the escape device
(5) Method to secure exit in fully opened
position or ensuring correct stowage position
(6) Knows appropriate protective hand and
body positions
(7) Access to escape tapes, escape ropes or
inertial reels
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5. Task: Flight Deck Fixed Oxygen System
(Observation Drill)
(a) Environment: See paragraph IV.F. of
this attachment.
(b) Task: The flight attendant must
complete the following during the
observation drill, and be evaluated and
debriefed on the proper use of equipment
and procedures:
(1) Access oxygen mask and remove from
stowage
(2) Use of proper procedures to don oxygen
mask and activate oxygen in proper sequence
for an emergency
(3) Re-securing of equipment
(4) Observe the locations of the flight deck
fixed oxygen system during AOE flight
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VI. Emergency Training Drills—Aircraft
Specific (see § 121.1373)
A. Subject: Exit Device Operation (see
§ 121.1373)
1. Task: Floor Level Door Exit Device
Operation (Normal Mode) (Job Performance)
(a) Environment: See paragraph IV.F. of
this attachment. Equipment may be
substituted provided there is no substantive
difference with respect to weight, dimensions
and appearance and the flight attendant has
been provided with training on differences
between training equipment and the actual
aircraft exit. Equipment may not be
substituted if the forces and actions
necessary to operate the equipment are
different or if the operating mechanism is
different.
(b) Task: The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Identify signal and conditions under
which each door can be opened and closed
(2) Assess the exterior and interior
conditions for obstacles or hazards to persons
or the exit during the opening and closing
(e.g., jetway, stairs, barrier straps)
(3) Follow procedure to ensure flight
attendant awareness at armed boarding door
prior to aircraft pushback
(4) Identify signal for arming and
disarming
(5) Coordinate and communicate
(6) Properly arm and disarm the exit
(7) Verify girt bar placement for armed and
disarmed
(8) Verify door is in the correct mode
(9) Use proper techniques for the operating
mechanism (such as door handles to open
exit and secure in locked position)
(10) Secure safety strap then unsecure
safety strap; release locking mechanism
(11) Properly use control handles to close
exit and secure in locked position
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate.
2. Task: Floor Level Door Exit Device
Operation (Emergency Mode) (Job
Performance)
(a) Environment: See paragraph IV.F. of
this attachment. Equipment may be
substituted provided there is no substantive
difference with respect to weight, dimensions
and appearance and the flight attendant has
been provided with training on differences
between training equipment and the actual
aircraft exit. Equipment may not be
substituted if the forces and actions
necessary to operate the equipment are
different or if the operating mechanism is
different.
(b) Task: The drill and door operations
must be performed in a manner that
resembles an actual evacuation. The flight
attendant’s voice commands and actions
during the drill must be aggressive and easily
understood. The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
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(1) Position escape device
(2) Verify the exit is in the correct mode
(3) Recognize the signal for or the
conditions under which the exit is to be
opened in the emergency mode
(4) Use proper voice commands to
passengers
(5) Assess conditions outside the exit to
determine the exit usability (e.g., clear of
obstruction, fire, aircraft attitude)
(6) Open the exit in the armed mode and
secure the exit in the fully open position
(7) Hold onto assist handle
(8) Pull the manual inflation handle(s) and
verify deployment, inflation (e.g., ramp,
slide)
(9) Maintain appropriate protective body
and hand positions
(10) Follow crew coordination procedures
(11) Access release handle(s) (e.g., Slide
disconnect, jettison tailcone, ventral stairs)
(12) Recognition of when it is appropriate
to exit the aircraft
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate. In addition, the flight attendant
must:
(1) Be aware of passenger flow and traffic
to all exits during the evacuation
(2) Be aware of additional exit
responsibilities
3. Task: Cabin Window Exit Device and Plug
or Hatch Exit Device Operation (Job
Performance)
(a) Environment: See paragraph IV.F. of
this attachment. Equipment may be
substituted provided there is no substantive
difference with respect to weight, dimensions
and appearance and the flight attendant has
been provided with training on differences
between training equipment and the actual
aircraft exit. Equipment may not be
substituted if the forces and actions
necessary to operate the equipment are
different or if the operating mechanism is
different.
(b) Task: The drill and door operations
must be performed in a manner that
resembles an actual evacuation. Commands
must be aggressive and easily understood.
Each flight attendant must operate each cabin
window exit device and plug or hatch exit
device, which has a different operating
mechanism. The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Recognize the signal for or the
conditions under which the exit is to be
opened
(2) Assess conditions outside the exit to
determine exit usability (e.g., clear of
obstruction, fire, aircraft attitude)
(3) Open and correctly stow the exit (if
applicable)
(4) Give commands to passengers for
exiting exit
(5) Verbally describe correct exit placement
following removal (if applicable) if the
training procedures differ from the
operational procedures
(6) Pull the manual inflation handle (if
applicable) and verify deployment (e.g., slide
ramp), if applicable
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(7) Assume and maintain appropriate
protective body and hand positions
(8) Access escape tapes or escape ropes
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate. In addition, the flight attendant
must:
(1) Be aware of passenger flow and traffic
to all exits during the evacuation
(2) Be aware of additional exit
responsibilities
4. Task: Any Additional Emergency Exits
Required for Type Certification (Job
Performance)
(a) Environment: See paragraph IV.F. of
this attachment. Equipment may be
substituted provided there is no substantive
difference with respect to weight, dimensions
and appearance and the flight attendant has
been provided with training on differences
between training equipment and the actual
aircraft exit. Equipment may not be
substituted if the forces and actions
necessary to operate the equipment are
different or if the operating mechanism is
different.
(b) Task: The drill and door operations
must be performed in a manner that
resembles an actual evacuation. Commands
must be aggressive and easily understood.
Each flight attendant must operate any
additional emergency exit devices required
for type certification through which
crewmembers or passengers may egress the
aircraft. In the case of some aircraft, an exit
required for type certification may be located
on the flight deck. In this case, the flight
attendant must complete performance drills
on that exit. The flight attendant must
complete the following during the drill, and
be evaluated and debriefed on the proper use
of equipment and procedures:
(1) Recognize the signal for or the
conditions under which the exit is to be
opened
(2) Assess conditions outside the exit to
determine exit usability (e.g., clear of
obstruction, fire, aircraft attitude)
(3) Open and correctly stow the exit (if
applicable)
(4) Give commands to passengers for
exiting exit
(5) Verbally describe correct exit placement
following removal (if applicable) if the
training procedures differ from the
operational procedures
(6) Pull the manual inflation handle (if
applicable) and verify deployment (e.g., slide
ramp), if applicable
(7) Assume and maintain appropriate
protective body and hand positions
(8) Access escape tapes or escape ropes and
access release handle(s) (e.g., slide
disconnect)
(c) Situational Awareness (CRM Markers):
The flight attendant must communicate and
coordinate (through discussion or action)
with other crewmembers during the drill, as
appropriate. In addition, the flight attendant
must:
(1) Be aware of passenger flow and traffic
to all exits during the evacuation
(2) Be aware of additional exit
responsibilities
B. [Reserved]
Attachment 3 of Appendix S to Part 121
Training and Evaluation Requirements for
Flight Attendant Training Curriculums
(Basic Qualification), Curriculum Categories
(New Hire, Initial, Transition, Emergency,
Recurrent, and Requalification), and
Aircraft Operating Experience
Training and Evaluation Requirements (see
§§ 121.1301, 121.1331, 121.1341, 121.1343,
121.1361)
1. How must the task requirements
required for instruction and evaluation in
each curriculum category be determined?
(a) To determine the tasks in which each
flight attendant must be trained and
evaluated, the certificate holder must use the
task listings provided in Table 3B and Table
3C of this attachment. The tasks must be
specific to the aircraft types (as appropriate),
and must be adjusted for and kept current
with the certificate holder’s operation as
reflected in the FAA approved operations
specifications and FAOM, as amended.
(b) If the certificate holder adds tasks to
those listed in Table 3B and Table 3C, of this
attachment it must further develop the tasks
to include the requirement and frequency for
training and evaluation in each specific
curriculum category. These changes must be
submitted to the POI for approval.
(c) The recurrent curriculum category
requirements in Table 3C of this attachment
also include the frequency during which
each flight attendant must be trained and
evaluated in each task. The table indicates
which tasks must be completed by each flight
attendant every 12 months. The table also
indicates which tasks must be completed by
each flight attendant once every 36 months.
2. Individuals authorized to administer
flight attendant training, evaluation, and
aircraft operating experience.
TABLE 3A—PERSONS AUTHORIZED TO ADMINISTER FLIGHT ATTENDANT TRAINING AND EVALUATION ACTIVITIES UNDER
SUBPART BB—SEE § 121.1323 OF THIS PART FOR SPECIAL LIMITED AUTHORIZATIONS FOR INITIAL CADRE PERSONNEL
[See §§ 121.1291,121.1321, 121.1323, 121.1387]
Employer and position
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Flight attendant training and
evaluation activities under
Subpart BB (by aircraft type)
Academic and Job Performance
Training ...................................
Academic Evaluation .................
Proficiency Test 2 .......................
Proficiency Check ......................
Supervision of Aircraft Operating
Experience (§ 121.1305(a)) ....
Supervision of Experience
(§ 121.1305(b)) .......................
Other contractor
Part 142 or other part 119
certificate holder
The part 119 certificate holder
FAA
Flight
attendant
instructor 4
Subject
matter
expert 3
Flight
attendant
instructor 4
Check flight
attendant 1
Flight
attendant
instructor 4
Check flight
attendant 1
Aviation
safety
inspector
(cabin safety)
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
......................
X
......................
1 Requires
authorization by the Administrator for specific duties to be performed.
qualified to administer proficiency tests, with the exception of FAA Aviation Safety Inspectors (Cabin Safety), must meet the requirements of § 121.1387 of this part.
3 Subject Matter Experts, who meet the requirements of § 121.1291(b) of this part and this QPS, may conduct specific flight attendant training.
4 Persons qualified to administer flight attendant training must meet the requirements of § 121.1291(a) of this part.
2 Persons
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3. The Use of Subject Matter Experts
(a) Under § 121.1291, a subject matter
expert, with specific technical knowledge on
a subject, may be used to conduct training on
specific tasks, in accordance with the
following:
(1) Except as provided in paragraph
A.3.(a)(2) of this attachment, when flight
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attendant training is provided by a subject
matter expert, a qualified flight attendant
instructor must be present
(2) Subject matter experts in certain subject
areas may provide flight attendant training
on the following specific tasks without a
qualified flight attendant instructor present:
(i) Firefighting and firefighting equipment
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(ii) Emergency medical events and
emergency medical equipment
(iii) Hazardous materials recognition
(b) [Reserved]
BILLING CODE 4910–13–P
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BILLING CODE 4910–13–C
46. Add appendix T to part 121 to
read as follows:
Table 1, Baseline Programmed Hours for
Aircraft Dispatchers: Training Program and
Qualification Requirements
Appendix T—Aircraft Dispatcher
Qualification Performance Standards
Table 2, Minimum Programmed Hours for
Aircraft Dispatchers: Training Program and
Qualification Requirements
This appendix supplements the
requirements in subpart CC of this part
(§§ 121.1401–121.1499).
Table 3, Requalification Programmed Hours
for Aircraft Dispatchers: Training Program
and Qualification Requirements
Table of Contents
Table 4, Curriculum Category Evaluation
Requirements for Aircraft Dispatchers
A. Continuous Analysis Process.
B. Dispatch Resource Management (DRM)
Training and Evaluation.
C. Special Training and Evaluation.
Table 5, Personnel Authorized To
Administer Aircraft Dispatcher Training and
Evaluation, and To Conduct Observation
Activities Under Subpart CC
ATTACHMENT 1. General Knowledge and
Skills—Academic Training and Evaluation
Requirements For Initial, Combined
Certification and Initial, Recurrent, and
Requalification Curriculum Categories (see
§§ 121.1411; 121.1413; 121.1415; 121.1417;
121.1419; 121.1431; 121.1433; 121.1435;
121.1437; 121.1439; 121.1441; 121.1451;
121.1453; 121.1455; and 121.1471)
ATTACHMENT 2. Basic Aircraft and
Specific Aircraft Type—Academic Training
and Evaluation Requirements For Initial,
Combined Certification and Initial,
Transition, Recurrent, Requalification,
Differences, and Special Curriculum
Categories (see §§ 121.1411; 121.1413;
121.1415; 121.1417; 121.1431; 121.1433;
121.1435; 121.1437; 121.1439; 121.1441;
121.1451; 121.1453; 121.1455, and 121.1471)
ATTACHMENT 3. Generic Training and
Evaluation Requirements For Certification
Under the Combined Certification and Initial
Curriculum Category (see §§ 121.1411;
121.1413; 121.1415; 121.1417; 121.1419;
121.1421; 121.1423; 121.1425; 121.1431;
121.1433; 121.1435; 121.1437; 121.1439;
121.1441; 121.1451; 121.1453; and 121.1471)
ATTACHMENT 4. Requirements and
Performance Standards For Proficiency
Tests and Proficiency Checks For Initial,
Combined Certification and Initial,
Transition, Recurrent, and Requalification
Curriculum Categories (see §§ 121.1411;
121.1413; 121.1415; 121.1417; 121.1419;
121.1421; 121.1423; 121.1425; 121.1431;
121.1433; 121.1435; 121.1437; 121.1439;
121.1441; 121.1451; 121.1453; and 121.1471)
A. Continuous Analysis Process.
29513
A continuous analysis process is
incorporated in this QPS through integration
with the qualification and training program.
The certificate holder is responsible for
designating responsibility for the process.
The certificate holder must ensure
appropriate and adequate assessment tools
(testing, checking, critique, inspection,
observation, documenting, evaluation, and
analysis) are utilized to enable the certificate
holder to validate the effectiveness of the
qualification and training program or the
need to change that program. The certificate
holder must describe the attributes of the
continuous analysis process in the certificate
holder’s FAA approved training program.
B. Dispatch Resource Management (DRM)
Training and Evaluation.
1. Training. DRM training is a component
of the initial, combined certification and
initial, recurrent, and requalification
curriculum categories. DRM training must
consist of the subjects listed in Attachment
1, B.1.(k).
2. Evaluation. Evaluation of an aircraft
dispatcher’s practical application of DRM
skills must occur as follows:
(a) During the proficiency test (for initial,
combined certification and initial, or
transition) and during the proficiency check
(for recurrent or requalification).
(b) During the supervised operating
experience delivered after initial, combined
certification and initial, or requalification.
C. Special Training and Evaluation.
The programmed hours established for
special training and evaluation are in
addition to the previously approved
programmed hours for the approved training
program. For special training and evaluation
(§ 121.1437(c)), the certificate holder
integrates the training into the existing
categories in Tables 1 and 2 of this appendix.
There are no programmed hours in Tables 1
and 2 for special training.
TABLE 1—BASELINE PROGRAMMED HOURS FOR AIRCRAFT DISPATCHERS: TRAINING PROGRAM AND QUALIFICATION
REQUIREMENTS
[See § 121.1435]
Training categories
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Activity
Generic Training and Evaluation (see attachment
3).
General Knowledge and
Skills Training and Evaluation (see attachment
1).
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Initial for certificated
dispatchers
Recurrent
Transition
N/A ....................................
N/A ....................................
N/A ....................................
136
48 ......................................
16 ......................................
N/A ....................................
32
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TABLE 1—BASELINE PROGRAMMED HOURS FOR AIRCRAFT DISPATCHERS: TRAINING PROGRAM AND QUALIFICATION
REQUIREMENTS—Continued
[See § 121.1435]
Training categories
Activity
Basic Aircraft Training and
Evaluation (see attachment 2).
Practical Test ....................
Specific Training and Evaluation per Aircraft Type
(see attachment 2).
General Knowledge Training and Evaluation for
Flag Operations.
(see attachment 1) ............
General Knowledge Training and Evaluation per
Flag Area of Operation
(see attachment 1).
Supervised Operating Experience, Domestic.
Supervised Operating Experience, per Flag Area
of Operation.
Operating Familiarization ..
Proficiency Test ................
Proficiency Check .............
Initial for certificated
dispatchers
Recurrent
Transition
Combined certification and
initial
32 ......................................
N/A ....................................
N/A ....................................
32
N/A ....................................
8 ........................................
N/A ....................................
3 ........................................
N/A ....................................
8 ........................................
Required.
8
8 * ......................................
N/A ....................................
N/A ....................................
8*
2 * ......................................
1 * ......................................
N/A ....................................
2*
8 ........................................
N/A ....................................
N/A ....................................
8
8 * ......................................
N/A ....................................
N/A ....................................
8*
Required ............................
Required ............................
N/A ....................................
Required ............................
N/A ....................................
Required ............................
N/A ....................................
Required ............................
N/A ....................................
Required.
Required.
N/A.
* The Administrator may require additional programmed hours contingent on the level of the training program, operational complexity, and responsibilities of the dispatcher.
TABLE 2—MINIMUM PROGRAMMED HOURS FOR AIRCRAFT DISPATCHERS: TRAINING PROGRAM AND QUALIFICATION
REQUIREMENTS
[See § 121.1435]
Training categories
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Activity
Generic Training and Evaluation (see attachment
3).
General Knowledge and
Skills Training and Evaluation (see attachment
1).
Basic Aircraft Training and
Evaluation (see attachment 2).
Practical Test ....................
Specific Training and Evaluation per Aircraft Type
(see attachment 2).
General Knowledge Training and Evaluation for
Flag Operations (see attachment 1).
General Knowledge Training and Evaluation per
Flag Area of Operation
(see attachment 1).
Supervised Operating Experience, Domestic.
Supervised Operating Experience, per Flag Area
of Operation.
Operating Familiarization ..
Proficiency Test ................
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Initial for
certificated
dispatchers
Recurrent
Transition
N/A ....................................
N/A ....................................
N/A ....................................
136
48 ......................................
8 ........................................
N/A ....................................
32
24 ......................................
N/A ....................................
N/A ....................................
32
N/A ....................................
4 ........................................
N/A ....................................
2 ........................................
N/A ....................................
4 ........................................
Required.
4
8 ........................................
N/A ....................................
N/A ....................................
8
2 ........................................
2 ........................................
N/A ....................................
2
8 ........................................
N/A ....................................
N/A ....................................
8
8 ........................................
N/A ....................................
N/A ....................................
8
Required ............................
Required ............................
Required ............................
N/A ....................................
N/A ....................................
Required ............................
Required.
Required.
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TABLE 2—MINIMUM PROGRAMMED HOURS FOR AIRCRAFT DISPATCHERS: TRAINING PROGRAM AND QUALIFICATION
REQUIREMENTS—Continued
[See § 121.1435]
Training categories
Activity
Initial for
certificated
dispatchers
Proficiency Check .............
Recurrent
Transition
N/A ....................................
Required ............................
N/A ....................................
Combined certification and
initial
N/A.
TABLE 3—REQUALIFICATION PROGRAMMED HOURS FOR AIRCRAFT DISPATCHERS—TRAINING PROGRAM AND
QUALIFICATION REQUIREMENTS
[See § 121.1419]
Months lapse in currency
Activity
Phase I *
less than 12 months
Phase II *
at least 12 months, but less than
24 months
Missed Recurrent Training and
Evaluation (see attachments 1
and 2).
General Knowledge and Skills
Training and Evaluation (see attachment 1).
Specific Training and Evaluation
per Aircraft Type (see attachment 2).
General Knowledge Training and
Evaluation per Flag Area of Operation (see attachment 1).
Supervised Operating Experience,
Domestic.
Supervised Operating Experience,
per Flag Area of Operation.
Operating Familiarization ..............
Required ........................................
Required .......................................
N/A.
2 ....................................................
4 ....................................................
Initial.
1 ....................................................
2 ....................................................
Initial.
2 ....................................................
2 ....................................................
Initial.
4 ....................................................
8 ....................................................
Initial.
2 ....................................................
2 ....................................................
Initial.
Required if not completed in previous 12 months.
Proficiency Check Required if not
completed in previous 12
months.
Required .......................................
Required.
Proficiency Check Required .........
Proficiency Test Required.
Proficiency Tests or Checks (see
Table 4 and attachment 4).
Phase III
24 months or more
* The certificate holder may choose to requalify an aircraft dispatcher by completing the requirements of § 121.1419(b)(1).
TABLE 4—CURRICULUM CATEGORY EVALUATION REQUIREMENTS FOR AIRCRAFT DISPATCHERS
[See Attachment 4]
Proficiency test
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Area of evaluation
Tasks
Initial
I. Area of Evaluation: General:
A. Equipment Knowledge .................................................
B. Aircraft Performance and Limitations Knowledge .......
C. Operating Requirements ..............................................
D. National Weather System ............................................
E. National NOTAM System .............................................
II. Area of Evaluation: Duty Period Orientation:
A. Operations Orientation .................................................
B. Dispatcher Shift Turnover ............................................
C. Shift Self Briefing .........................................................
D. Certificate Holder Manuals, Procedures, and Operating Information ...........................................................
III. Area of Evaluation: Planning and Executing a Dispatch
Release:
A. Obtain Required Information ........................................
B. Flight Planning .............................................................
C. Create and Issue Dispatch Release ............................
D. Briefing Flight Crews ...................................................
IV. Area of Evaluation: Flight Monitoring:
A. Updating and Gathering Information ...........................
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Transition
Combined
certification and
initial *
Recurrent and
requalification
X
X
X
X
X
X
X
N/A
N/A
N/A
X
X
X
X
X
X
X
X
X
X
X
X
X
N/A
N/A
N/A
X
X
X
X
X
X
X
X
X
X
X
X
X
X
N/A
X
N/A
N/A
X
X
X
X
X
X
X
X
X
N/A
X
X
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TABLE 4—CURRICULUM CATEGORY EVALUATION REQUIREMENTS FOR AIRCRAFT DISPATCHERS—Continued
[See Attachment 4]
Proficiency test
Area of evaluation
Tasks
Proficiency check
Initial
Transition
Combined
certification and
initial *
Recurrent and
requalification
X
X
N/A
N/A
X
X
X
X
X
X
X
X
X
N/A
X
X
X
N/A
X
X
B. Operational Control Decision-Making ..........................
C. Amend Dispatch Release ............................................
V. Area of Evaluation: Situation Management:
A. Dispatch and Aircraft Abnormality or Emergency .......
B. Collection and Dissemination of Information on Overdue or Missing Aircraft ..................................................
VI. Area of Evaluation: Dispatch Resource Management:
A. Demonstrate and apply DRM concepts .......................
* In addition to the Proficiency Test a Practical Test is required as prescribed in Attachment 3.
TABLE 5—PERSONNEL AUTHORIZED TO ADMINISTER AIRCRAFT DISPATCHER TRAINING AND EVALUATION, AND TO
CONDUCT OBSERVATION ACTIVITIES UNDER SUBPART CC
[See §§ 121.1421 and 121.1439]
Aircraft
Dispatcher
Training,
Evaluation,
and
Observation
Activities
Under
Subpart CC
Employer and position
Other than Employees of the part 119
certificate holder
Certificated
dispatcher
instructor
Non-certificated
dispatcher
instructor
Certificated
check
dispatcher
The part 119 certificate holder
Certificated
dispatcher
instructor
Non-certificated
dispatcher
instructor
FAA
Check
dispatcher
Dispatch
program
designee
X
X
X
X
X
X
X
X
Xb
X
X
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Training And Evaluation
Generic
Training,
General
Knowledge and
Skills,
and
Basic
Aircraft ..
DRM, Certificate
Holder
Computer
Systems,
Computer
Flight
Planning,
Contingency
Operations,
Practical
Dispatch
Applications ......
Specific
Aircraft
Type ......
Flag and
Flag
Area of
Operations ....
Supervised
Operating Experience
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X
Xc
X
X
Xc
Xa
X
Xc
Xa
Xc
Xc
Xa
Xa
Xb
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Xa
Xa
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Aviation
safety
inspector
operations
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TABLE 5—PERSONNEL AUTHORIZED TO ADMINISTER AIRCRAFT DISPATCHER TRAINING AND EVALUATION, AND TO
CONDUCT OBSERVATION ACTIVITIES UNDER SUBPART CC—Continued
[See §§ 121.1421 and 121.1439]
Aircraft
Dispatcher
Training,
Evaluation,
and
Observation
Activities
Under
Subpart CC
Employer and position
Other than Employees of the part 119
certificate holder
Check
dispatcher
Dispatch
program
designee
Aviation
safety
inspector
operations
X
X
X
Xc
X
X
X
X
X
X
X
Certificated
check
dispatcher
Proficiency
Test (Initial,
Transition) .......
Proficiency
Check
(Recurrent, Requalification) .......
Practical
Test for
Certificate .......
Proficiency
Test
(Combined
Certification
and Initial) ........
Certificated
dispatcher
instructor
Non-certificated
dispatcher
instructor
FAA
Xc
Certificated
dispatcher
instructor
Non-certificated
dispatcher
instructor
The part 119 certificate holder
Certificated
dispatcher
Observation Activities
Observation of
Dispatch
Program
Designee
(DPD) ....
X
a Must
be acceptable to the Administrator.
b May be conducted by a check dispatcher or a person who meets the experience requirements of § 121.1417.
c Applicable to certificate holders that have been issued deviation authority under 14 CFR 121.1411(b).
Attachment 1 of Appendix T to Part 121
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General Knowledge and Skills—Academic
Training and Evaluation Requirements for
Initial, Combined Certification and Initial,
Recurrent, and Requalification Curriculum
Categories
A. General. (see §§ 121.1411; 121.1413;
121.1415; 121.1417; 121.1431; 121.1433;
121.1435; 121.1437; 121.1439; 121.1441;
121.1451; 121.1453; 121.1455; and 121.1471)
1. The FAA Aircraft Dispatcher Knowledge
Test is a requirement for certification and the
practical test. The certificate holder’s
academic evaluations under this attachment
are not a substitute for the FAA Aircraft
Dispatcher Knowledge Test.
2. Training and academic evaluation are
required for all areas of instruction and
subjects listed in this attachment that pertain
to the certificate holder’s operations for
persons in initial, combined certification and
initial, recurrent, and requalification.
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3. The certificate holder must develop a
written, oral, or electronic test of the
knowledge obtained during academic
training that is approved by the
Administrator as part of the approved
training program. The training program must
include development and maintenance of the
academic evaluation, methods to establish
the validity of the academic evaluation,
required student remediation, and
adjustment of instruction when required.
The QPS provides job tasks and related
areas of required instruction. Each area of
instruction contains subjects that must be
trained and evaluated if pertinent to the
certificate holder’s operations. An academic
evaluation must include the minimum
number of questions indicated in this
attachment for each area of instruction.
Students must achieve a performance of 80%
in each area of instruction. Student
performance of at least 80% in an area of
instruction must be corrected to 100%.
Student performance below 80% in an area
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of instruction must be corrected to 100% and
the student must be reevaluated in that area
of instruction.
A test question repository must be
developed to include a minimum number of
questions for each subject.
4. The academic evaluations for each
curriculum category must meet the following
requirements:
(a) For initial and combined certification
and initial, an academic evaluation must be
comprised of the minimum number of
questions required for each area of
instruction.
(b) For recurrent, an academic evaluation
must be comprised of at least 20 questions
selected from the applicable areas of
instruction.
(c) For requalification that requires missed
recurrent training, each recurrent academic
evaluation must be comprised of at least 20
questions per missed recurrent training cycle,
selected from the applicable areas of
instruction. The academic evaluation must
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also include five questions from the
additional academic training and evaluation
activities listed in Table 3 (General
Knowledge and Skills and General
Knowledge per Flag Area of Operation).
5. The FAA may allow distance learning
for subjects in each area of instruction unless
otherwise indicated. Initially, distance
learning will be limited to 50% of the
academic training provided. However, based
on the established effectiveness of a
certificate holder’s approved distance
learning methods, the FAA may approve
distance learning in excess of 50%.
B. General Knowledge and Skills for Initial
or Combined Certification and Initial. (See
§§ 121.1413; 121.1431; 121.1433; 121.1435;
121.1439; 121.1451; 121.1453; and 121.1471)
1. General Knowledge required—Areas of
Instruction—With Subjects:
(a) Area of Instruction: Introduction and
Orientation. (5 questions required)
Subjects:
(1) Course contents, schedules, and
materials
(2) Key personnel
(3) Recordkeeping requirements
(4) Drug testing and alcohol testing
(5) Identification badges
(6) Certificate holder publications
(7) Schedule
(8) Dispatcher’s duties and responsibilities
(9) Joint dispatcher and pilot in command
responsibilities
(b) Area of Instruction: Applicable Federal
Regulations. (10 questions required)
Subjects:
(1) 14 CFR part 1
(2) 14 CFR part 65
(3) 14 CFR part 91
(4) 14 CFR part 119
(5) 14 CFR part 120
(6) 14 CFR part 121
(7) 14 CFR part 139
(8) 49 CFR part 175 (HMR)
(9) 49 CFR part 830 (NTSB)
(10) Special Federal Aviation Regulations
(SFARs)
(11) 49 CFR Chapter 12 (TSR)
(c) Area of Instruction: Manual overview.
(10 questions required) Subjects:
(1) The certificate holder’s operations
specifications
(2) Manuals containing the following:
(i) Procedures established by FAA
authorized exemptions to certain Federal
Aviation Regulations (if applicable)
(ii) Procedures established by FAA
authorized deviations to certain Federal
Aviation Regulations (if applicable)
(iii) Minimum Equipment List (MEL)
(iv) Configuration Deviation List (CDL)
(v) Dispatch Deviation Guide (DDG)
procedures
(vi) Maintenance flight logs procedures
(vii) Procedures for maintenance, test,
training, and ferry flights
(viii) Deicing and anti-icing procedures
(ix) The process for gathering safety related
information such as NOTAMs and weather
(x) The certificate holder’s approved
training program
(xi) Certificate holder security procedures
and directives
(xii) Certificate holder communications
and procedures
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(xiii) Emergency procedures
(xiv) Procedures for determining whether
hazardous materials are on board an aircraft
and notification procedures in an emergency
(xv) Dispatch procedures
(xvi) Weight and balance procedures
(xvii) Contents of the Airplane Flight
Manual
(xviii) Certificate holder operations (e.g.,
GOM, FOM)
(xix) Station operations procedures
(xx) Crew operating procedures
(d) Area of Instruction: Meteorology. (15
questions required) Subjects:
(1) Upper air meteorology
(2) METAR
(3) TAF
(4) SIGMET–AIRMET
(5) Area forecast
(6) Winds aloft (high and low altitude)
(7) Surface meteorology
(8) Thunderstorms
(9) Tornadoes
(10) Tropical weather (if applicable)
(i) Typhoons
(ii) Tropical storms
(iii) Hurricanes
(11) Atmospheric hazards to aviation:
(i) Low level windshear
(ii) Microburst
(iii) Mountain waves (if applicable)
(iv) Turbulence (all types)
(v) Icing
(vi) Reduced visibility (e.g., fog, ice fog,
smog)
(vii) Volcanic ash
(12) FAA approved weather service
providers and approved sources
(13) Interpretation and use of weather
charts
(14) Enhanced Weather Information
System (EWINS), (if applicable)
(e) Area of Instruction: Approach plates
and charts. (5 questions required)
Subjects:
(1) SIDS and DP
(2) STARS
(f) Area of Instruction: Navigation Aids and
Publications. (10 questions required)
Subjects:
(1) ILS/Localizer
(2) ILS PRM (if applicable)
(3) VOR and VOR/DME
(4) VOR Classification
(5) NDB
(6) RNAV (e.g., GPS, Inertial)
(7) Class I, Class II, or Performance Based
Navigation (as applicable)
(8) Terminal and en route charts and
publications
(9) Inoperative navigation aids
(10) RADAR
(g) Area of Instruction: Airport
characteristics. (5 questions required)
Subjects:
(1) Airports (emphasizing special or unique
characteristics)
(2) Runway configurations (e.g., parallel
runways, orientation)
(3) Runway surfaces (e.g., grooved, porous
friction, runway weight bearing capacity)
(4) Obstacles
(5) Slope
(6) Elevation
(7) Terrain features
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(8) Methods of receiving information about
airport operations and conditions
(9) Airport lighting and marking
(h) Area of Instruction: Air Traffic Control.
(15 questions required)
Subjects:
(1) Air Traffic Control communication and
coordination
(2) Instrument approach procedures
(3) Terminal departure procedures
(4) Terminal arrival procedures
(5) En route procedures (e.g., strategic and
tactical planning tools such as Coded
Departure Routes (CDR), National Route
Program (NRP), Severe Weather Avoidance
Procedures (SWAP))
(6) Flow Control, ARTCC, approach,
departure, tower, ground, FSS
(7) National Airspace System
(8) High Altitude Redesign (HAR)
(9) Airspace (Class A–G)
(10) Controlled and uncontrolled airspace
and airports
(11) Approved instrument approach
procedures (operations specifications)
(12) Information required on ATC Flight
Plans (e.g., RNP, RVSM)
(13) Collaborative Decision Making (CDM)
(as applicable)
(14) Certificate holder policy on reroutes
and deviations and impact on operational
control
(i) Area of Instruction: NOTAMS (as
applicable) (10 questions required)
Subjects:
(1) Distant (D)
(2) FDC
(3) Chart NOTAMs
(4) Chart supplements
(5) FIR boundary NOTAMs
(6) Oceanic NOTAMs
(7) ATC NOTAMs
(8) Military NOTAMs
(9) TFRs and prohibited airspace
(10) Airport Facility Directory (AFD)
(11) Certificate holder
(12) Field conditions
(13) SFARs
(14) Method for gathering and
disseminating NOTAMs
(15) Other NOTAM sources
(j) Area of Instruction: Crewmember
requirement, if applicable per certificate
holder procedures. (5 questions required)
Subjects:
(1) Duty time requirements
(2) Qualification
(i) Aircraft
(ii) Airports
(iii) Areas
(iv) Takeoff and landing minimums
(k) Area of Instruction: Dispatch Resource
Management (DRM) Training. Distance
learning not allowed. (5 questions required)
Subjects:
(1) Briefings
(2) Assertiveness
(3) Inquiry
(4) Conflict resolution
(5) Interdepartmental coordination process
(6) Interpersonal relationships
(7) Situational awareness
(8) Preparation, planning, and vigilance
(9) Time management (prioritizing)
(10) Tactical and strategic use of resources
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(11) Stress management
(12) Decisionmaking process
(13) Multi-tasking
(14) Risk management
(15) Leadership
(16) Communication
(l) Area of Instruction: Ground de-ice and
anti-ice program (5 questions required).
Subjects:
(1) Types, purpose, characteristics, and
effectiveness of de-ice and anti-ice fluids
(2) De-ice and anti-ice handling and
performance implications
(3) Aircraft surface contamination and
critical area identification
(4) Use of holdover times
(5) Aircraft de-ice and anti-ice procedures
and checks to detect contaminated surfaces
(m) Area of Instruction: Computer System,
as applicable. (10 questions required)
Subjects:
(1) Weather
(2) Flight planning
(3) Dispatch release
(4) Irregular operations
(5) Takeoff, en route, and landing gross
weight calculations
(6) Weight and balance
(7) Flight monitoring, times, and schedule
(8) Airborne and ground based aircraft
situation displays (e.g., ASD)
(9) NOTAMs
(10) Computer applications and technology
required to perform aircraft dispatcher duties
(n) Area of Instruction: Contingency
operations for maintaining operational
control in the event of single or multiple
system failures (e.g., power, communication).
Distance learning not allowed. (5 questions
required).
(o) Area of Instruction: Other required
training. The hours for other required
training are in addition to approved
programmed hours of instruction stated in
Table 1 of this appendix.
Subjects:
(1) Awareness training for hazardous
materials (part 121, subpart Z)
(2) Drug testing program and alcohol
misuse prevention program (part 120)
(3) Security training (49 CFR part 1544)
2. Training and evaluation for a specific
type of operation, Domestic or Flag.
(a) Area of Instruction: General knowledge
training and evaluation for Domestic
operations: (15 questions required)
Subjects:
(1) Definition of a domestic operation and
what constitutes a domestic operation.
(2) The certificate holder’s approved
operations specifications related to Domestic
operations. Examples:
(i) Special use airspace (e.g., Domestic
RVSM)
(ii) Fuel reserves for domestic operations
(iii) Operations specification A012
(Operations to certain foreign airports).
(iv) Exemptions or deviations (if
applicable)
(v) Operations specification C070
(Authorized airports)
(3) En route operations over routes and
diversions, if applicable, that may expose
passengers and crew to extreme
environmental conditions. Examples:
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(i) Western U.S. terrain clearance and
driftdown
(ii) Ozone and hazardous weather
(4) Unique domestic instrument approach
and departure procedures. Examples:
(i) Missed approach procedures
(ii) Unique local procedures
(iii) Special instrument approach and
departure procedures
(iv) Specific SFAR requirements (if
applicable)
(v) Engine out departure procedures
(5) Required Navigation Performance (RNP)
or Performance Based Navigation
(6) Domestic communications system; air
to ground, radio relay
(7) Procedures for determining alternate
airport requirements. Examples:
(i) Alternate airport selection
(ii) Changes to alternates
(8) Crewmember requirement, if applicable
per certificate holder procedures
(i) Duty time requirement
(ii) Qualification
(A) Aircraft
(B) Airports
(C) Areas
(D) Takeoff and landing minimums
(9) Dispatch release and its validity time
for an intermediate airport
(10) Other issues surrounding operational
control of domestic operations.
Examples:
(i) Holding fuel requirements
(ii) Dispatching into congested airspace
(iii) Reanalysis of airborne flights
(iv) Uncontrolled airspace authorizations,
en route and terminal
(b) Area of Instruction: General knowledge
training and evaluation for Flag Operations:
(10 questions required)
Subjects:
(1) Definition of a flag operation and what
constitutes a flag operation
(2) Flag regulations
(3) Class II navigation (e.g., Inertial, GPS)
(4) Equal Time Point (ETP), if applicable
(5) Extended overwater
(6) Fuel requirements
(7) The practical application of the term
‘‘Re-dispatch’’ and information required to be
exchanged between the aircraft dispatcher
and the pilot in command, if applicable
(8) International weather. Accessing
international weather information (unique
problems associated with obtaining
international weather information)
(9) ICAO NOTAMS, as applicable
(i) Chart NOTAMS
(ii) Chart supplements
(iii) The certificate holder’s procedures for
obtaining NOTAM information
(iv) Track messages
(v) International ATC environments.
Examples:
(A) Uncontrolled airspace
(B) Airspace restrictions and procedures
(C) Language barriers
(vi) Operations over high terrain. Example:
Driftdown considerations (terrain clearance,
oxygen, and alternate requirements)
(vii) Procedures for determining alternate
airport requirements. Examples:
(A) Alternate airport selection
(B) Changes to alternates
(viii) Crewmember requirement, if
applicable per certificate holder procedures
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29519
(A) Duty time requirements
(B) Qualification
(1) Aircraft
(2) Airports
(3) Areas
(4) Takeoff and landing minimums
(ix) Compliance with foreign regulations
and requirements that may be more
restrictive than U.S. regulations and
requirements
(x) Dispatch release and its validity time
for an intermediate airport
(c) Area of Instruction: General Knowledge
training and evaluation per Flag Area of
Operation. The following subjects must be
used to build the training and evaluation for
each flag area of operation. For training
programs that include multiple flag areas of
operation, duplicate subjects (e.g., ETOPS,
Flag Regulations) need only be trained once.
(10 questions required)
(1) Each Flag Area of Operation must
contain the minimum number of
programmed hours as outlined in Tables 1,
2, or 3, as applicable.
(2) Flag Areas of Operation:
(i) Africa. Includes: Continental Africa,
Cape Verde, Madagascar, Mauritius, Reunion,
Seychelles
(ii) Asia-Eastern. Includes: Mainland
China, Mongolia, Siberia
(iii) Commonwealth of Independent States.
Includes: Armenia, Azerbaijan, Belarus,
Georgia, Kazakhstan, Kyrgyzstan, Moldova,
Russian Federation, Tajikistan,
Turkmenistan, Ukraine, Uzbekistan
(iv) Europe-Central. Includes: Austria,
Belgium, Denmark, Estonia, Faroe Islands,
Finland, France, Germany, Gibraltar, Greece,
Ireland, Italy, Latvia, Luxembourg, Madeira
Islands, Malta, Netherlands, Norway,
Portugal, Spain, Sweden, Switzerland,
United Kingdom
(v) Europe-Eastern. Includes: Albania,
Boznia-Herzegovinia, Bulgaria, Czech
Republic, Hungary, Macedonia, Poland,
Romania, Slovakia, Slovenia, Yugoslavia
(vi) Latin America. Includes: Mexico,
Central America, Caribbean Islands and Cuba
(vii) Middle East-South Asia. Includes:
Afghanistan, Bahrain, Bangladesh, Bhutan,
Chagos Archipelago, Cyprus, India, Iran, Iraq,
Israel, Jordan, Maldives, Myanmar, Nepal,
Oman, Pakistan, Qatar, Saudi Arabia, Sri
Lanka, Syria, Thailand, Turkey, Indian Ocean
(viii) North America. Includes: Alaska,
Bermuda, Canada, Contiguous United States
(ix) Atlantic Basin. Includes: Special
Contingency Routes, MNPS, Greenland,
Iceland, South Atlantic Ocean
(x) Pacific Basin. Includes: Australia, New
Zealand, New Guinea, Aleutian Islands,
Hawaiian Islands, Japan, Korea, Southeast
Asia, Indonesia, Malaysia, Philippines, Hong
Kong, Taiwan, Pacific Islands
(xi) Polar Routes, Antarctica, Area of
Magnetic Unreliability, and any applicable
alternates
(xii) South America. Includes: All
Continental Countries
(3) The certificate holder’s approved
operations specifications related to flag
operations
(4) Long range navigation and associated
special requirements.
Examples:
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(i) Number of Long Range Navigation
Systems (LRNS) required for a specific
airspace
(ii) Contingency procedures
(5) Long range communication and
associated special requirements.
Examples:
(i) Number of Long Range Communication
Systems (LRCS) required for a specific
airspace
(ii) Types required for specific airspace
(e.g., VHF, HF, Satellite, data link)
(iii) Contingency procedures
(6) Extended Operations (ETOPS), as
applicable. Examples of variables that must
be considered:
(i) Fuel
(ii) Weather
(iii) Alternate airport requirements
(iv) Adequate or suitable airports
(v) Required equipment
(vi) Maintenance status
(vii) Entry and exit points
(7) En route operations over routes and
diversions, as applicable that may expose
passengers and crew to extreme
environmental conditions.
Examples:
(i) Greenland
(ii) Himalayas
(iii) Polar
(iv) Russian airspace
(8) Special use airspace (e.g., Reduced
Vertical Separation Minimums (RVSM))
(9) Required Navigation Performance (RNP)
or Performance Based Navigation
(10) Unique international instrument
approach and departure procedures.
Examples:
(i) Limited navigational aids
(ii) Limited ATC facilities
(iii) Missed approach procedures
(iv) Unique local procedures
(v) Special instrument approach
procedures
(vi) Specific SFAR requirements, as
applicable
(vii) Engine out departure procedures
(11) Approved airports and landing rights
(12) Over-fly permission
(13) Unique characteristics and special
conditions in international airspace and at
international airports.
Examples:
(i) Performance limitations
(ii) Mountainous terrain
(iii) Navigation aids
(14) Issues unique to flag area of operations
into which the certificate holder operates.
Examples:
(i) Air traffic control
(ii) Organized tracks
(iii) Polar operations
(iv) Uncontrolled airspace
C. General Knowledge and Skills for
Recurrent and Requalification (See
§§ 121.1419; 121.1431; 121.1433; 121.1435;
121.1437; 121.1439; 121.1441; 121.1455; and
121.1471)
1. Training is required for dispatchers in
recurrent or requalification programs for a
certificate holder. Training must address
operational and procedural review of topics
deemed necessary by the certificate holder
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Jkt 223001
and approved by the Administrator.
Curriculums must contain (but are not
limited to) selected portions of the following
areas of instruction. The academic evaluation
that is required for recurrent must contain 20
questions. For requalification, the number of
questions required for academic evaluation is
based on the number of missed recurrent
training cycles. See paragraph A.4.(c) of this
attachment for specific requirements for
academic evaluations during requalification.
2. General Knowledge training and
evaluation required—
Areas of Instruction:
(a) Operations Specifications
(b) General Operating Manual
(c) Air Traffic Control and Instrument
Approach Procedures
(d) Reduced Vertical Separation Minimum
(RVSM)
(e) Certificate holder communications
systems and procedures
(f) Meteorology
(g) NOTAMS
(h) Maintenance procedures
(i) Emergency procedures
(j) Joint dispatcher and pilot in command
responsibilities
(k) Characteristics of appropriate airports
(l) Prevailing weather phenomena
(m) Approach plates and charts
(n) Navigational aids and publications
(o) Certificate holder computer systems
(distance learning not allowed)
(p) Computer flight planning (distance
learning not allowed)
(q) Dispatch Resource Management (DRM)
(distance learning not allowed)
(r) Ground de-ice and anti-ice procedures
and policies (must be covered each year)
(s) Flag Areas of Operation—Selected
subjects from paragraphs B.2.(b) and (c) of
this attachment
3. Area of Instruction: Other required
training—
The hours for other required training are in
addition to approved programmed hours of
instruction stated in Table 1 of this appendix.
Subjects:
(a) Awareness training for hazardous
materials (part 121, subpart Z)
(b) Drug testing program and alcohol
misuse prevention program (part 120)
(c) Security training (49 CFR part 1544)
Attachment 2 of Appendix T to Part 121
Basic Aircraft and Specific Aircraft Type—
Academic Training and Evaluation
Requirements for Initial, Combined
Certification and Initial, Transition,
Recurrent, Requalification, Differences, and
Special Curriculum Categories
A. General. (see §§ 121.1411; 121.1413;
121.1415; 121.1417; 121.1431; 121.1433;
121.1435; 121.1437; 121.1439; 121.1441;
121.1451; 121.1453; 121.1455, and 121.1471)
1. The FAA Aircraft Dispatcher Knowledge
Test is a requirement for certification and the
practical test. The certificate holder’s
academic evaluations under this attachment
are not a substitute for the FAA Aircraft
Dispatcher Knowledge Test.
2. Training and academic evaluation are
required for all areas of instruction and
subjects listed in this attachment that pertain
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to the certificate holder’s operations for
persons in initial, combined certification and
initial, recurrent, and requalification.
3. The certificate holder must develop a
written, oral, or electronic test of the
knowledge obtained during academic
training that is approved by the
Administrator as part of the approved
training program. The training program must
include development and maintenance of the
academic evaluation, methods to establish
the validity of the academic evaluation,
required student remediation, and
adjustment of instruction when required.
The QPS provides job tasks and related
areas of required instruction. Each area of
instruction contains subjects that must be
trained and evaluated if pertinent to the
certificate holder’s operations. An academic
evaluation must include the minimum
number of questions indicated in this
attachment for each area of instruction.
Students must achieve a performance of 80%
in each area of instruction. Student
performance of at least 80% in an area of
instruction must be corrected to 100%.
Student performance below 80% in an area
of instruction must be corrected to 100% and
the student must be reevaluated in that area
of instruction.
A test question repository must be
developed to include a minimum number of
questions for each subject.
4. The academic evaluation for each
curriculum category must meet the following
requirements:
(a) For initial and combined certification
and initial, an academic evaluation must be
comprised of the minimum number of
questions required for each area of
instruction.
(b) For recurrent, an academic evaluation
must be comprised of at least 20 questions
selected from the applicable areas of
instruction. For certificate holders with more
than one aircraft type, aircraft systems for
each specific aircraft type may be covered
over a 3-year cycle as approved by the
Administrator.
(c) For requalification that requires missed
recurrent training, each recurrent academic
evaluation must be comprised of at least 20
questions per missed recurrent training,
selected from the applicable areas of
instruction. The academic evaluation must
also include five questions from the
additional academic training and evaluation
activity listed in Table 3 (Specific Training
and Evaluation per Aircraft Type).
(d) For differences training at least 5
questions. Training and evaluation is
required in specific subject areas specified
when differences are required.
5. The FAA may allow distance learning
for subjects in each area of instruction unless
otherwise indicated. Initially, distance
learning will be limited to 50% of the
academic training provided. However, based
on the established effectiveness of a
certificate holder’s approved distance
learning methods, the FAA may approve
distance learning in excess of 50%.
B. Basic Aircraft Training and Evaluation
Requirements for Initial or Combined
Certification and Initial. (see §§ 121.1431;
121.1433; 121.1435; 121.1437; 121.1439;
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121.1441; 121.1451; 121.1453; 121.1455, and
121.1471)
Areas of Instruction—With Subjects:
1. Area of Instruction: Basic Aircraft
Systems Theory and Performance. (10
questions required)
Subjects:
(a) Air conditioning
(b) Pressurization
(c) Auto flight
(d) Communications
(e) Electrical
(f) Equipment and furnishings
(g) Fire protection
(h) Flight controls
(i) Fuel
(j) Hydraulics
(k) Ice and rain protection
(l) Instrumentation
(m) Landing gear
(n) Lights
(o) Oxygen
(p) Water and waste
(q) Auxiliary power
(r) Doors
(s) Propellers
(t) Engines
(u) Weight and balance theory
(v) Flight planning overview
(w) Aircraft performance
2. Area of Instruction: A general
description of the aircraft performance
characteristics emphasizing the following as
applicable: (5 questions required)
Subjects:
(a) Aircraft limitations that may affect the
aircraft performance
(b) Navigation equipment and required
navigation performance
(c) Communication equipment and
required communication performance
(d) Other factors affecting operating and
performance characteristics
3. Area of Instruction: MEL and CDL
specific applications and appropriate
operating manual procedures applicable to
dispatch for: (10 questions required)
Subjects:
(a) Air conditioning
(b) Pressurization
(c) Auto flight
(d) Communications
(e) Electrical
(f) Equipment and furnishings
(g) Fire protection
(h) Flight controls
(i) Fuel
(j) Hydraulics
(k) Ice and rain protection
(l) Instrumentation
(m) Landing gear
(n) Lights
(o) Oxygen
(p) Water and waste
(q) Auxiliary power
(r) Doors
(s) Propellers
(t) Engines
4. Area of Instruction: Additional training
and evaluation in the following subjects must
be included (as applicable): (10 questions
required)
Subjects:
(a) Instrument approach and
communication equipment
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(b) Aircraft specific deicing procedures
(c) Special considerations and
authorizations for international operations
(d) Reduced separation standards
(e) Special maintenance procedures
(f) Flight manual specific emergency
procedures and equipment.
(g) Weight and balance considerations
(h) Basic aircraft performance dispatch
requirements and procedures
(i) Flight planning including route, track
and altitude selection, en route performance,
flight time analysis, weather considerations,
and fuel analysis
(j) Aircraft specific emergency procedures
(k) Mission capable considerations (e.g.,
over-water equipped)
C. Aircraft Type Specific Training and
Evaluation Requirements for Initial,
Combined Certification and Initial,
Transition, Recurrent, and Requalification.
(see §§ 121.1431; 121.1433; 121.1435;
121.1437; 121.1439; 121.1441; 121.1451;
121.1453; 121.1455, and 121.1471)
1. Aircraft Type Specific Training and
Evaluation Requirements—Areas of
Instruction—With Subjects:
(a) Area of Instruction: Systems Overview:
(15 questions required)
Subjects:
(1) Air conditioning
(2) Pressurization
(3) Auto flight
(4) Communications
(5) Electrical
(6) Equipment and furnishings
(7) Fire protection
(8) Flight controls
(9) Fuel
(10) Hydraulics
(11) Ice and rain protection
(12) Instrumentation
(13) Landing gear
(14) Lights
(15) Oxygen
(16) Water and waste
(17) Auxiliary power
(18) Doors
(19) Propellers
(20) Engines
(b) Area of Instruction: Performance. (5
questions required)
Subjects:
(1) Take-off performance
(2) En route performance
(3) Landing performance
(c) Area of Instruction: Other. (10 questions
required)
Subjects:
(1) Aircraft manuals
(2) Aircraft limitations
(3) Weight and balance
(4) Emergency and abnormal procedures
2. Differences. (5 questions required)
Each training program must provide
differences training and evaluation if the
Administrator finds that, due to differences
between aircraft of the same type operated by
the certificate holder, additional training and
evaluation is necessary to ensure that each
dispatcher is adequately trained to perform
the assigned duties. The programmed hours
established for differences training are in
addition to the previously approved
programmed hours for the approved training
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29521
program. For differences training and
evaluation (§ 121.1471), the hours remain in
the differences curriculum category. There
are no programmed hours in Tables 1 and 2
of this appendix for differences training and
evaluation.
Attachment 3 of Appendix T to Part 121
Generic Training and Evaluation
Requirements for Certification Under the
Combined Certification and Initial
Curriculum Category
A. General (see §§ 121.1411; 121.1413;
121.1415; 121.1417; 121.1419; 121.1421;
121.1423; 121.1425; 121.1431; 121.1433;
121.1435; 121.1437; 121.1439; 121.1441;
121.1451; 121.1453; and 121.1471)
1. The FAA Aircraft Dispatcher Knowledge
Test is a requirement for certification and the
practical test. The certificate holder’s testing
under this attachment is not a substitute for
the FAA Aircraft Dispatcher Knowledge Test.
2. Training and evaluation is required in
all of the subjects listed in this attachment for
combined certification and initial.
3. The certificate holder must develop a
written, oral, or electronic test of the
knowledge obtained during academic
training that is approved by the
Administrator as part of the approved
training program. The training program must
include development and maintenance of the
academic evaluation, methods to establish
the validity of the academic evaluation,
required student remediation, and
adjustment of instruction when required.
An academic evaluation must include the
minimum number of questions indicated in
the QPS for each subject. Students must
achieve a performance of 80% in each area
of instruction. Student performance of at
least 80% in an area of instruction must be
corrected to 100%. Student performance
below 80% in an area of instruction must be
corrected to 100% and the student must be
reevaluated in that area of instruction.
4. The FAA may allow distance learning
for subjects in each area of instruction unless
otherwise indicated. Initially, distance
learning will be limited to 50% of the
academic training provided. However, based
on the established effectiveness of a
certificate holder’s approved distance
learning methods, the FAA may approve
distance learning in excess of 50%.
B. General Training and Evaluation
Requirements Areas of Instruction—With
Subjects: (see §§ 121.1411; 121.1413;
121.1415; 121.1417; 121.1419; 121.1421;
121.1423; 121.1425; 121.1431; 121.1433;
121.1435; 121.1437; 121.1439; 121.1441;
121.1451; 121.1453; and 121.1471)
1. Area of Instruction: Regulations (10
questions required)
Subjects:
(a) 14 CFR part 65, subparts A and C
(b) 14 CFR parts 1, 25, 61, 71, 91, 121, 139,
and 175
(c) 49 CFR part 830 (NTSB)
(d) General Operating Manual (GOM)
2. Area of Instruction: Meteorology (15
questions required)
Subjects:
(a) Basic Weather Studies
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(1) The earth’s motion and its effects on
weather
(2) Analysis of the following regional
weather types, characteristics, and structures,
or combinations thereof:
(i) Maritime
(ii) Continental
(iii) Polar
(iv) Tropical
(3) Analysis of the following local weather
types, characteristics, and structures or
combinations thereof:
(i) Coastal
(ii) Mountainous
(iii) Island
(iv) Plains
(4) The following characteristics of the
atmosphere:
(i) Layers
(ii) Composition
(iii) Global wind patterns
(iv) Ozone
(v) Tropopause
(5) Pressure:
(i) Units of measure
(ii) Weather systems characteristics
(iii) Temperature effects on pressure
(iv) Altimeters
(v) Pressure gradient force
(vi) Pressure pattern flying weather
(6) Wind:
(i) Major wind systems and coriolis force
(ii) Jetstreams and their characteristics
(iii) Local wind and related terms
(7) States of matter:
(i) Solids, liquid, and gases
(ii) Causes of change of state
(8) Clouds:
(i) Composition, formation, and dissipation
(ii) Types and associated precipitation
(iii) Use of cloud knowledge in forecasting
(9) Fog:
(i) Causes, formation, and dissipation
(ii) Types
(10) Ice:
(i) Causes, formation, and dissipation
(ii) Types
(11) Stability and instability:
(i) Temperature lapse rate, convection
(ii) Adiabatic processes
(iii) Lifting processes
(iv) Divergence
(v) Convergence
(12) Turbulence:
(i) Jetstream associated
(ii) Pressure pattern recognition
(iii) Low level windshear
(iv) Mountain waves
(v) Thunderstorms
(vi) Clear air turbulence.
(13) Airmasses:
(i) Classification and characteristics
(ii) Source regions
(iii) Use of airmass knowledge in
forecasting
(14) Fronts:
(i) Structure and characteristics, both
vertical and horizontal
(ii) Frontal types
(iii) Frontal weather flying
(15) Theory of storm systems:
(i) Thunderstorms
(ii) Tornadoes
(iii) Hurricanes and typhoons
(iv) Microbursts
(v) Causes, formation, and dissipation
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(b) Weather, analysis, and forecasts
(1) Observations:
(i) Surface observations
(A) Observations made by certified weather
observer
(B) Automated weather observations
(ii) Terminal forecasts
(iii) Significant en route reports and
forecasts
(A) Pilot reports
(B) Area forecasts
(C) Sigmets, airmets
(D) Center weather advisories
(iv) Weather imagery
(A) Surface analysis
(B) Weather depiction
(C) Significant weather prognosis
(D) Winds and temperature aloft
(E) Composite moisture stability chart
(F) Surface weather prognostic chart
(G) Radar meteorology
(H) Satellite meteorology
(I) Other charts as applicable
(v) Meteorological information data
collection systems
(2) Data collection, analysis, and forecast
facilities
(3) Service outlets providing aviation
weather products.
(c) Weather Related Hazards
(1) Crosswinds and gusts
(2) Contaminated runways
(3) Restrictions to surface visibility
(4) Turbulence and windshear
(5) Icing
(6) Thunderstorms and microburst
(7) Volcanic ash
3. Area of Instruction: Navigation (10
questions required)
Subjects:
(a) Study of the Earth
(1) Time reference and location (0
Longitude, UTC)
(2) Definitions
(3) Projections
(4) Charts.
(b) Chart Reading, Application, and Use
(c) National Airspace Plan
(d) Navigation Systems
(e) Airborne Navigation Instruments
(f) Instrument Approach Procedures
(1) Transition procedures
(2) Precision approach procedures
(3) Non-precision approach procedures
(4) Minimums and the relationship to
weather
(g) Special Navigation and Operations
(1) North Atlantic
(2) Pacific
(3) Global differences
4. Area of Instruction: Communications (5
questions required)
Subjects:
(a) Regulatory requirements
(b) Communication Protocol
(c) Voice and Data Communications
(d) Notice to Airmen (NOTAMS)
(e) Aeronautical Publications
(f) Abnormal Procedures
5. Area of Instruction: Air Traffic Control
(10 questions required)
Subjects:
(a) Responsibilities
(b) Facilities and Equipment
(c) Airspace classification and route
structure
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(d) Flight Plans
(1) Domestic
(2) International
(e) Separation Minimums
(f) Priority Handling
(g) Holding Procedures
(h) Traffic Management
6. Area of Instruction: Emergency and
Abnormal Procedures. (5 questions required)
Subjects:
(a) Security measures on the ground
(b) Security measures in the air
(c) FAA responsibility and services
(d) Collection and dissemination of
information on overdue or missing aircraft
(e) Means of declaring an emergency
(f) Responsibility for declaring an
emergency
7. Area of Instruction: Practical dispatch
applications (distance learning not allowed)
Subjects:
(a) Human Factors
(1) Decision-making:
(i) Situation assessment
(ii) Generation and evaluation of
alternatives
(A) Tradeoffs and prioritization
(B) Contingency planning
(iii) Support tools and technologies
(2) Human error:
(i) Causes
(A) Individual and organizational factors
(B) Technology-induced error
(ii) Prevention
(iii) Detection and recovery
(3) Teamwork:
(i) Communication and information
exchange
(ii) Cooperative and distributed problemsolving
(iii) Resource management
(A) Air Traffic Control (ATC) activities and
workload
(B) Flight crew activities and workload
(C) Maintenance activities and workload
(D) Operations control staff activities and
workload
(b) Applied Dispatching
(1) Briefing techniques, Dispatcher, Pilot.
(2) Preflight:
(i) Safety
(ii) Weather analysis
(A) Satellite imagery
(B) Upper and lower altitude charts
(C) Significant en route reports and
forecasts
(D) Surface charts
(E) Surface observations
(iii) NOTAMS and airport conditions
(iv) Crew
(A) Qualifications.
(B) Limitations
(v) Flight planning
(A) Route of flight
(1) Standard Instrument Departures and
Standard Terminal Arrival Routes
(2) En route charts
(3) Operational altitude
(4) Departure and arrival charts
(B) Minimum departure fuel
(1) Climb
(2) Cruise
(3) Descent
(vi) Decision to operate the flight
(vii) ATC flight plan filing
(viii) Flight documentation
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(A) Flight plan
(B) [Reserved]
(3) Authorize flight departure with
concurrence of pilot in command
(4) In-flight operational control:
(i) Situational awareness
(ii) Information exchange
(iii) Amend original dispatch release as
required
(5) Post-flight:
(i) Arrival verification
(ii) Weather debrief
(iii) Flight irregularity reports as required
8. Area of Instruction: Weight and balance
subject: (5 questions required)
Subject:
(a) Theory and application weight and
balance
(b) [Reserved]
9. Area of Instruction: Performance for the
type of aircraft (5 questions required)
srobinson on DSK4SPTVN1PROD with PROPOSALS2
Attachment 4 of Appendix T to Part 121
Requirements and Performance Standards
for Proficiency Tests and Proficiency Checks
for Initial, Combined Certification and
Initial, Transition, Recurrent, and
Requalification Curriculum Categories
A. Evaluation Requirements for Proficiency
Tests and Checks. (see §§ 121.1411; 121.1413;
121.1415; 121.1417; 121.1419; 121.1421;
121.1423; 121.1425; 121.1431; 121.1433;
121.1435; 121.1437; 121.1439; 121.1441;
121.1451; 121.1453; 121.1455; and 121.1471)
1. Evaluation is required for all tasks and
situations listed in each duty area that
pertain to the certificate holder’s operations
for persons in initial, combined certification
and initial, transition, recurrent, and
requalification curriculum categories. The
aircraft dispatcher must understand and,
where applicable, satisfactorily complete the
tasks required for the areas of evaluation
listed in Table 4 of this appendix.
2. The certificate holder must use Table 4
to determine the tasks and situations on
which each aircraft dispatcher must be
evaluated for each curriculum category. If the
certificate holder adds tasks or situations to
those listed in Table 4, it must further
develop the tasks or situations to include the
requirement and frequency for training and
evaluation in each specific curriculum
category listed in the table. These changes
must be approved by the POI.
3. Evaluation Requirements for Initial,
Combined Certification and Initial, and
Transition Curriculum Categories.
(a) Academic evaluation will be
accomplished through all phases of the
academic training as specified in attachments
1, 2, and 3.
(b) The proficiency test for initial and
combined certification and initial is a
combination of knowledge evaluation and
skills evaluation during which additional
training or practice is not allowed. The
proficiency test is administered after the
completion of SOE in order to dispatch
aircraft for the certificate holder in
accordance with part 121.
(c) The proficiency test for transition may
be a knowledge evaluation, a skills
evaluation, or a combination of knowledge
evaluation and skills evaluation, during
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which additional training or practice is not
allowed. This test is administered at the end
of transition training.
(d) The proficiency test must be
administered in either an actual or simulated
dispatch work environment and must cover
the tasks in each area of instruction as
depicted in Table 4. Each proficiency test
must include a representative number of
questions for each task which demonstrates
the aircraft dispatcher’s proficiency. Each
area of evaluation must be satisfactorily
demonstrated to the Check Dispatcher,
Dispatch Program Designee, or FAA principal
Operations Inspector, as applicable.
Retraining is required for each task in each
area of evaluation that is not satisfactorily
completed. Retraining is followed by
reevaluation of the student in each retrained
area of instruction. The FAA must also
approve the form and content of the
reevaluation.
4. Evaluation Requirements for Recurrent
and Requalification Curriculum Categories.
(a) Academic evaluation will be
accomplished through all phases of the
academic training as specified in attachments
1 and 2.
(b) For recurrent and requalification, the
proficiency check is a combination of
knowledge evaluation and skills evaluation
of tasks listed in Table 4 and described in
this attachment. Additional training or
practice is allowed during the proficiency
check.
(c) The proficiency check must be
administered in either an actual or simulated
dispatch work environment. Each proficiency
check must include a representative number
of questions for each task which
demonstrates the aircraft dispatcher’s
proficiency. Each area of evaluation must be
satisfactorily demonstrated to the Check
Dispatcher, Dispatch Program Designee, or
FAA Principal Operations Inspector, as
applicable. Retraining is required for each
task in each area of evaluation that is not
satisfactorily completed. Retraining is
followed by reevaluation of the student in
each retrained area of instruction. The FAA
must also approve the form and content of
the reevaluation.
5. Dispatch Resource Management (DRM)
indicators must be evaluated throughout the
entire proficiency test or check.
6. The certificate holder must tailor the
procedures in this attachment for each
aircraft type and approved area of operation.
The certificate holder must include these
procedures in the manual(s) provided to the
aircraft dispatcher.
B. Tasks and Situations by Area of
Evaluation (see §§ 121.1411; 121.1413;
121.1415; 121.1417; 121.1419; 121.1421;
121.1423; 121.1425; 121.1431; 121.1433;
121.1435; 121.1437; 121.1439; 121.1441;
121.1451; 121.1453; and 121.1471)
1. Area of Evaluation: General
(a) Task: Equipment Knowledge.
The dispatcher must have an
understanding and a basic knowledge about
the following subjects (systems and
components) (as applicable):
(1) Landing gear, including: Extension and
retraction systems, brakes, anti-skid, tires,
nose-wheel steering, and shock absorbers.
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(2) Engine(s), including: Controls and
indications, induction system, carburetor and
fuel injection, turbo-charging, cooling, fire
detection and protection, mounting points,
turbine wheels, compressors, de-icing, antiicing, and other related components.
(3) Propellers, including: Type, controls,
feathering and unfeathering, auto feather,
negative torque sensing, synchronizing, and
synchro-phasing.
(4) Fuel system, including: Capacity,
controls; indicators; cross-feeding;
transferring; jettison; fuel grade, color and
additives; fueling and de-fueling procedures;
and allowable fuel substitutions, if
applicable.
(5) Oil system, including: Grade and
indicators.
(6) Hydraulic system, including: Capacity
pumps, pressure, reservoirs, grade, and
regulators.
(7) Electrical system, including:
Alternators, generators, battery, circuit
breakers and protection devices, controls,
indicators, and external and auxiliary power
sources and ratings.
(8) Environmental systems, including:
Heating, cooling, ventilation, oxygen and
pressurization, controls, indicators, and
regulating devices.
(9) Avionics and communications,
including: Autopilot, flight director, and
Electronic Flight Indicating Systems (EFIS);
Flight Management System(s) (FMS); Long
Range Navigation systems; Doppler Radar;
Inertial Navigation Systems (INS); Global
Positioning System (GPS, DGPS, WGPS);
VOR, NDB, ILS, MLS, and RNAV systems
and components; indicating devices;
transponder; and emergency locator
transmitter.
(10) Ice protection (anti-ice and de-ice),
including: Pitot-static system, propeller (if
appropriate), windshield, wing and tail
surfaces.
(11) Flight controls, including: Ailerons,
elevator(s), rudder(s), control tabs, balance
tabs, stabilizer, flaps, spoilers, leading edge
flaps and slats, and trim systems.
(b) Task: Aircraft Performance and
Limitations Knowledge.
(1) The dispatcher must understand and be
proficient in the use of (as appropriate to the
aircraft) performance charts, tables, graphs,
or other data relating to the certificate
holder’s approved system for the following:
(i) Accelerate—stop distance.
(ii) Accelerate—go distance.
(iii) Balanced field.
(iv) Takeoff performance, all engines and
with engine(s) inoperative, as appropriate.
(v) Climb performance including
segmented climb performance; with all
engines operating; with one or more engine(s)
inoperative, and with other engine
malfunctions as may be appropriate.
(vi) Service ceiling, all engines, with
engine(s) inoperative, including Drift Down
and Terrain Clearance, if appropriate.
(vii) Cruise performance.
(viii) Fuel consumption, range, and
endurance.
(ix) Descent performance.
(xi) Go-around from rejected landings
(xii) The effects of meteorological
conditions upon performance characteristics
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with correct application of these factors to a
specific chart, table, graph or other
performance data
(xiii) How to determine longitudinal and
lateral center-of-gravity location for a specific
load condition including how to add,
remove, or shift weight to meet longitudinal
(forward and aft), and lateral balance limits
for takeoff, cruise, and landing
(2) The aircraft dispatcher must know all
of the limitations appropriate to each aircraft
type and the kind of operation the dispatcher
dispatches with respect to:
(i) Systems and components
(ii) Performance
(iii) MEL issues and how they may be
different for a flag operation or a domestic
operation
(c) Task: Operating Requirements
The aircraft dispatcher must understand
the certificate holder’s operating
requirements as provided in:
(1) Operations Specifications
(2) General Operating Manual
(3) 14 CFR part 1
(4) 14 CFR part 91
(5) 14 CFR part 119
(6) 14 CFR part 121
(7) 14 CFR part 139
(8) 49 CFR part 175 (HMR)
(9) 49 CFR part 830 (NTSB)
(10) Special Federal Aviation Regulations
(SFARs)
(11) 49 CFR Chapter 12 (TSR)
(12) ATC System
(13) Airport Facility Directory
(d) Task: National Weather System
The aircraft dispatcher must know the
National weather system (international
weather systems, if applicable) and be able to
use the system to assess weather conditions
at departure, intermediate, en route,
destination, and alternate airports.
(e) Task: National NOTAM System
The aircraft dispatcher must know the
National NOTAM system (international
NOTAM systems, if applicable) and be able
to determine the impact of these NOTAMs on
en route flight planning and at departure,
intermediate, en route, destination, and
alternate airports.
srobinson on DSK4SPTVN1PROD with PROPOSALS2
2. Area of Evaluation: Duty Period
Orientation
(a) Task: Operations Orientation
The dispatcher must know how to use
available information to create an operations
orientation that covers, as applicable:
(1) The location of all flights for which the
dispatcher is responsible
(2) Planned flights and any special flights
for the duty period
(3) Knowledge of issues, such as
anticipated ATC problems and delays
(4) NOTAMS, weather, and field
conditions for regular and alternate airports
(5) Navigation facilities and any
irregularities that may affect the safety of
flight
(b) Task: Dispatcher Shift Turnover
The dispatcher must:
(1) Determine that his or her duty schedule
complies with part 121 dispatcher duty
regulations and certificate holder operating
procedures
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(2) Become thoroughly briefed at the
beginning of duty period by the dispatcher
who is turning over operational control
(3) Develop situational awareness and
prioritize his or her workload
(4) Provide thorough briefing at the end of
the duty period to the relieving dispatcher
(c) Task: Shift Self Briefing
The aircraft dispatcher must use available
information to anticipate and respond to
events that may occur during the duty
period, including:
(1) The general weather patterns
(2) Weather information system status
(3) EWINS status (if applicable)
(4) Radar imagery
(5) Fuel status of current and planned
flights
(6) MEL status of current and planned
flights
(7) General airport conditions
(d) Task: Certificate Holder Manuals,
Procedures, and Operating Information
The aircraft dispatcher must understand
and verify the currency of the operational
procedures contained in the following:
(1) Certificate holder manual containing
Flight Crew Operating Manual (FCOM)
information
(2) Airplane Flight Manual (AFM)
(3) Manual containing certificate holder
operations procedures
(4) Manual containing the Aircraft
Dispatcher Procedures Manual (ADPM)
(5) Aeronautical Information Manual (AIM)
(6) Certificate holder’s operations
specifications
(7) Maintenance restrictions such as
airworthiness directives
(8) MEL
(9) CDL
3. Area of Evaluation: Planning and
Executing a Dispatch Release
(a) Task: Obtain, Evaluate, and
Disseminate Required Information
The aircraft dispatcher must do the
following, as applicable:
(1) Obtain, evaluate, and disseminate to the
flight crew all pertinent weather information
in the aircraft dispatcher’s area of
responsibility as follows:
(i) Weather reports and forecasts
(ii) Pilot and radar reports
(iii) Surface analysis reports
(iv) Radar summary charts
(v) Significant weather prognostics
(vi) Winds and temperature aloft
(vii) Freezing level charts
(viii) Turbulence reports and forecasts
(ix) Icing reports and forecasts
(x) Stability charts
(xi) Severe weather outlook charts
(xii) Constant pressure charts
(xiii) Constant pressure prognostics
(xiv) Tables and conversion graphs
(xv) SIGMETS, convective SIGMETS,
convective outlooks, weather warnings, and
AIRMETS
(xvi) ATIS report
(xvii) Satellite imagery
(xviii) NOTAMs
(xix) Field condition reports
(2) Obtain, evaluate, and disseminate to the
flight crew other information in the aircraft
dispatcher’s area of responsibility, such as
the following:
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(i) Aircraft status
(A) Maintenance and MEL
(B) Loading and fuel
(C) Performance data
(ii) ATC problems such as departure or
arrival delays, flow control and en route or
altitude problems
(iii) ATC tower closures, curfews, or other
information, such as noise abatement
requirements at or near the arrival period
(iv) Fuel and ground handling issues
(v) Highlight restrictive MEL and CDL
items
(vi) Irregular operations plan of action (e.g.,
diversion)
(3) Obtain, review, and disseminate to the
flight crew the following:
(i) The suitability of runways, including
whether closed runways or runways with
displaced thresholds are accounted for in the
performance computations
(ii) All NOTAMs
(iii) Information about field conditions
(contact the station, if the information is not
readily available) at airports to determine the
validity of the information and the impact on
operations
(iv) The fueling restrictions and any station
equipment problems (contact the station, if
the information is not readily available) for
the airports to determine the impact on
planned operations
(4) Review the aircraft dispatcher ‘‘read
file’’ for updated operational information
(5) Review AIM
(i) Navaids
(ii) Airports and air navigation and lighting
(iii) Airspace
(iv) Air traffic control procedures including
clearances
(v) Airport operations
(vi) Departure, en route, and arrival
procedures
(6) Review the Flight Crew Qualification
for route to be flown
(i) Special Airports
(ii) Special use airspace
(iii) High minimum captains and flight
crew minimums
(7) Review the aircraft status
(i) Maintenance and MEL
(ii) Loading and fuel
(iii) Performance data
(iv) Special areas of operation requirements
(b) Task: Flight Planning.
The aircraft dispatcher must do the
following, as applicable:
(1) Select an alternate airport
(i) Use a flight movement forecast (FMF)
under an approved EWINS program
(ii) Determine whether an alternate airport
is required for the destination airport in
accordance with 14 CFR part 121, any
existing exemptions, deviations, operations
specification requirements, and procedures,
for the certificate holder
(iii) If weather conditions at the departure
airport are below landing minimums in the
certificate holder’s operation specifications
for that airport, specify a departure alternate
in accordance with 14 CFR part 121, and the
approved certificate holder procedures
(iv) Ensure that each alternate airport
selected (whether for departure or
destination airports) meets the requirements
of 14 CFR part 121, and the approved
certificate holder procedures
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(v) Consider and plan for an unscheduled
stop
(vi) Determine the operational suitability of
the planned alternate by determining the
following:
(A) Field conditions (e.g., wet runways,
runway friction reports, braking action
reports)
(B) The MEL and CDL status of the aircraft
and any potential weather related condition
or restriction
(C) Crosswind and tailwind components
(D) Weather reporting service is available
(E) Approach chart does not prohibit its
use as an alternate
(F) The appropriate navigational facilities
are monitored and operational.
(G) The airport has an instrument approach
procedure authorized for use by the
certificate holder
(H) Tower closures and alternative
procedures
(2) Determine whether holding is
anticipated at both the destination and the
appropriate alternate(s) by considering the
following:
(i) En route conditions
(ii) ATC constraints
(iii) Possible re-routes
(iv) Marginal weather conditions at the
arrival airports
(v) MEL and CDL considerations
(3) Determine the MEL and CDL status of
the aircraft and its impact on the flight plan
(4) Plan the flight considering the
following:
(i) The ATC preferred routing (e.g., High
Altitude Redesign, RVSM, RNP)
(ii) The performance requirements of part
121, subpart I
(iii) The MEL or CDL status of the aircraft
and any potential weather related
considerations of resultant restrictions
(iv) The en route navigational facilities are
monitored and operational
(v) Maintenance, test, training, and ferry
flights (as applicable)
(5) Determine the fuel load requirements
(i) Ensure that the flight is released with
sufficient fuel on board to comply with the
requirements of 14 CFR and the certificate
holder’s requirements for computing
minimum fuel supply
(ii) Consider the impact of underfueling or
overfueling on the dispatch release
(iii) Comply with the requirements of any
deviations or exemptions used
(6) Determine aircraft performance
requirements. Ensure that the flight is
released at a weight and configuration that
complies with the requirements of 14 CFR
part 121, subpart I and any additional
certificate holder requirements.
(c) Task: Create and Issue Dispatch
Release.
The aircraft dispatcher must do the
following, as applicable:
(1) Create and issue a dispatch release
using the certificate holder’s approved
system for issuing dispatch releases
(2) Create and issue a dispatch release
using the certificate holder’s approved backup system for issuing dispatch releases
(3) Ensure that the dispatch release meets
the regulatory requirements and contains or
has attached to it the available weather
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reports, weather forecasts (or a combination
of these) for the destination airport, any
intermediate stops, and any alternate airports
(4) Ensure the dispatch release meets the
approved certificate holder requirements
(d) Task: Briefing Flight Crews
The aircraft dispatcher must demonstrate
the ability to brief the flight crew on the
topics listed in paragraph B.3. of this
attachment
4. Area of Evaluation: Flight Monitoring
(a) Task: Updating and Gathering
Information.
During the en route portion of the flight,
the dispatcher must:
(1) Track changing weather and operating
conditions
(2) Determine the actual time the aircraft
departed, progress of flight, and its estimated
time of arrival
(3) Provide the PIC with necessary
information for the safe conduct of the flight,
such as changing meteorological conditions
or irregularities of facilities and services.
Provide this information using the certificate
holder’s approved communication system(s).
(4) Advise the PIC of any changes in the
operations environment as follows:
(i) ATC constraints
(ii) Updated NOTAMs that may affect the
flight
(iii) Change in operations and an alternate
plan
(iv) Field conditions and runway
availability
(b) Task: Operational Control
Decisionmaking
The aircraft dispatcher must do the
following, as applicable:
(1) Understand the operational function of
and interaction with other departments, such
as the following:
(i) Maintenance
(ii) Crew scheduling
(iii) Training
(iv) Customer service
(v) Airport and station
(2) Process the operational function of and
interaction with these departments into an
operational control decision in accordance
with approved certificate holder procedures
(c) Task: Amend Dispatch Release. The
aircraft dispatcher must demonstrate the
following:
(1) Determine when an amendment to a
dispatch release is required (e.g., mechanical
problem, alternate or destination changes)
(2) Amend the dispatch release in
accordance with approved certificate holder
procedures
(3) Record that amendment in accordance
with approved certificate holder procedures
5. Area of Evaluation: Situation
Management
(a) Task: Dispatch and Aircraft
Abnormality or Emergency
The dispatcher must demonstrate the
ability to do the following:
(1) Manage the following abnormal and
emergency situations generated from a source
other that the flight crew:
(i) A bomb threat is received
(ii) In-flight medical emergency
(iii) Engine failure in flight
(iv) In-flight fire
(v) Overweight landings
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(vi) Low fuel emergencies
(vii) Aircraft diversions
(viii) Hijacking
(ix) Sabotage threats
(x) An aircraft has been involved in a major
accident
(xi) An aircraft is overdue or missing
(xii) Actions or alerts issued by military or
other security agencies
(xiii) Any other operational situation that
affects the safety of flight
(2) Establish communication with the
Aircraft through the normal certificate holder
air to ground communication system
(3) Immediately notify the PIC of an
emergency situation that arises during flight
that requires an immediate decision and
action by an aircraft dispatcher and record
that decision
(4) Determine whether the PIC has declared
an emergency
(5) Declare an emergency (if appropriate) in
accordance with 14 CFR in the event the
aircraft dispatcher cannot communicate with
the PIC
(6) Maintain operational control of the
flight experiencing the abnormal or
emergency situation
(7) Notify certificate holder management of
the abnormal or emergency situation
(8) Maintain operational control of all
flights in the dispatcher’s control
(9) Contact maintenance for mechanical
situations
(10) Determine the extent of the situation
and attempt to classify the type of situation
in order to report it properly to the
authorities
(11) Use of the appropriate certificate
holder manuals (e.g., QRH, emergency
procedures manual)
(b) Task: Collection and dissemination of
information on overdue or missing aircraft
The aircraft dispatcher must:
(1) Know how to send a written report of
any deviation (within 10 days of the
emergency) through the certificate holder’s
operations manager to the POI at the
certificate holding district office in
accordance with 14 CFR
(2) Know how to notify the nearest
National Transportation Safety Board (NTSB)
office when an accident or any of the
following occur:
(i) Flight control system malfunction or
failure
(ii) Inability of any required flightcrew
member to perform normal flight duties as a
result of injury or illness
(iii) Failure of structural components of a
turbine engine excluding compressor and
turbine blades and vanes
(iv) In-flight fire
(v) Aircraft collide in flight
(vi) Damage to property, other than the
aircraft, estimated to exceed $25,000 for
repair (including materials and labor) or fair
market value in the event of total loss,
whichever is less
(vii) For large multiengine aircraft (more
than 12,500 pounds maximum certificated
takeoff weight):
(A) In-flight failure of electrical systems
which requires the sustained use of an
emergency bus powered by a back-up source
such as a battery, auxiliary power unit, or air-
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srobinson on DSK4SPTVN1PROD with PROPOSALS2
driven generator to retain flight control or
essential instruments
(B) In-flight failure of hydraulic systems
that results in sustained reliance on the sole
remaining hydraulic or mechanical system
for movement of flight control surfaces
(C) Sustained loss of the power or thrust
produced by two or more engines and
(D) An evacuation of an aircraft in which
an emergency egress system is utilized
(viii) An aircraft is overdue and is believed
to have been involved in an accident
6. Area of Evaluation: Dispatch Resource
Management
(a) Evaluation. Evaluation of an aircraft
dispatcher’s practical application of DRM
skills must occur as follows:
(1) After the aircraft dispatcher has
completed initial, combined certification and
initial, recurrent, and requalification training.
This evaluation must be completed during
the proficiency test (for initial and combined
certification and initial training) and during
the proficiency check (for recurrent or
requalification training).
(2) During the supervised operating
experience delivered after initial, combined
certification and initial, and requalification
training.
(b) Task: Demonstrate and apply DRM
concepts. (Evaluation must be in the form of
demonstration)
The aircraft dispatcher must know and be
able to apply the following DRM
competencies:
(1) Briefings
(2) Assertiveness
(3) Inquiry
(4) Conflict resolution
(5) Interdepartmental coordination process
(6) Interpersonal relationships
(7) Situational awareness
(8) Preparation, planning, and vigilance
(9) Time management (prioritizing)
(10) Tactical and strategic use of resources
(11) Stress management
(12) Decisionmaking process
(13) Multi-tasking
(14) Risk management
(15) Leadership
VerDate Mar<15>2010
17:37 May 19, 2011
Jkt 223001
(16) Communication
PART 135—OPERATING
REQUIREMENTS: COMMUTER AND
ON-DEMAND OPERATIONS
35. The authority citation for part 135
continues to read as follows:
Authority: 49 U.S.C. 106(g), 44113, 44701–
44702, 44705, 44709, 44711–44713, 44715–
44717, 44722.
36. Revise § 135.1(a)(4) to read as
follows:
§ 135.1
Applicability.
(a) * * *
(4) Each person who applies for initial
or provisional approval of an Advanced
Qualification Program curriculum,
curriculum segment, or portion of a
curriculum segment under subpart Y of
part 121 of this chapter and each person
employed or used by a certificate holder
to perform training, qualification, or
evaluation functions under an
Advanced Qualification Program under
subpart Y of part 121 of this chapter.
*
*
*
*
*
37. Amend § 135.3 by revising
paragraphs (b) and (c) and by adding
paragraph (d) to read as follows:
§ 135.3 Rules applicable to operations
under this part.
*
*
*
*
*
(b) Each certificate holder that
conducts commuter operations under
this part with airplanes in which two
pilots are required by the type
certification rules of this chapter must
comply with subpart BB of part 121 of
this chapter instead of the requirements
of subparts E, G, and H of this part.
(c) The rules in subpart BB of part 121
of this chapter are considered a subpart
PO 00000
Frm 00192
Fmt 4701
Sfmt 9990
of part 135 of this chapter for certificate
holders identified in paragraph (b) of
this section.
(d) If authorized by the Administrator
upon application, each certificate holder
that conducts operations under this part
to which paragraph (b) of this section
does not apply, may comply with the
applicable sections of subpart BB of part
121 of this chapter instead of the
requirements of subparts E, G, and H of
this part, except that those authorized
certificate holders may choose to
comply with the operating experience
requirements of § 135.244, instead of the
requirements of § 121.1225 of this
chapter.
PART 142—TRAINING CENTERS
38. The authority citation for part 142
continues to read as follows:
Authority: 49 U.S.C. 106(g), 40113, 40119,
44101, 44701–44703, 44705, 44707, 44709–
44711, 45102–45103, 45301–45302.
§ 142.1
[Amended]
39. Remove and reserve § 142.1(b)(2).
40. Revise § 142.63(b) to read as
follows:
§ 142.63
Privileges.
*
*
*
*
*
(b) Approved under subpart Y,
Advanced Qualification Program, of part
121 of this chapter, for meeting recency
of experience requirements.
Issued in Washington, DC on April 26,
2011.
John M. Allen,
Director, Flight Standards Service.
[FR Doc. 2011–10554 Filed 5–11–11; 11:15 am]
BILLING CODE 4910–13–P
E:\FR\FM\20MYP2.SGM
20MYP2
Agencies
[Federal Register Volume 76, Number 98 (Friday, May 20, 2011)]
[Proposed Rules]
[Pages 29336-29526]
From the Federal Register Online via the Government Printing Office [www.gpo.gov]
[FR Doc No: 2011-10554]
[[Page 29335]]
Vol. 76
Friday,
No. 98
May 20, 2011
Part II
Department of Transportation
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Federal Aviation Administration
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14 CFR Parts 65, 119, 121 et al.
Qualification, Service, and Use of Crewmembers and Aircraft
Dispatchers; Proposed Rule
Federal Register / Vol. 76 , No. 98 / Friday, May 20, 2011 / Proposed
Rules
[[Page 29336]]
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DEPARTMENT OF TRANSPORTATION
Federal Aviation Administration
14 CFR Parts 65, 119, 121, 135, 142
[Docket No. FAA-2008-0677; Notice No. 08-07A]
RIN 2120-AJ00
Qualification, Service, and Use of Crewmembers and Aircraft
Dispatchers
AGENCY: Federal Aviation Administration (FAA), DOT.
ACTION: Supplemental notice of proposed rulemaking (SNPRM).
-----------------------------------------------------------------------
SUMMARY: On January 12, 2009, the FAA published a notice of proposed
rulemaking on qualification, service, and use of crewmembers and
aircraft dispatchers. Because of the complexity of the issues and the
concerns raised by commenters, the FAA is issuing this supplemental
notice of proposed rulemaking. The FAA proposes to amend the
regulations for crewmember and aircraft dispatcher training programs in
domestic, flag, and supplemental operations. The proposed regulations
enhance traditional training programs by requiring the use of flight
simulation training devices for flightcrew members and including
additional training and evaluation requirements for all crewmembers and
aircraft dispatchers in areas that are critical to safety. The proposal
also reorganizes and revises the qualification, training, and
evaluation requirements. The proposed changes are intended to
contribute significantly to reducing aviation accidents.
DATES: Send your comments on or before July 19, 2011.
ADDRESSES: You may send comments identified by Docket Number FAA-2008-
0677 using any of the following methods:
Federal eRulemaking Portal: Go to https://www.regulations.gov and follow the online instructions for sending your
comments electronically.
Mail: Send comments to Docket Operations, M-30; U.S.
Department of Transportation, 1200 New Jersey Avenue, SE., Room W12-
140, West Building Ground Floor, Washington, DC 20590-0001.
Hand Delivery or Courier: Take comments to Docket
Operations in Room W12-140 of the West Building Ground Floor at 1200
New Jersey Avenue, SE., Washington, DC, between 9 a.m. and 5 p.m.,
Monday through Friday, except Federal holidays.
Fax: Fax comments to Docket Operations at 202-493-2251.
For more information on the rulemaking process, see the
SUPPLEMENTARY INFORMATION section of this document.
Privacy: We will post all comments we receive, without change, to
https://www.regulations.gov, including any personal information you
provide. Using the search function of the docket Web site, anyone can
find and read the electronic form of all comments received into any of
our dockets, including the name of the individual sending the comment
(or signing the comment for an association, business, labor union,
etc.). You may review DOT's complete Privacy Act Statement in the
Federal Register published on April 11, 2000 (65 FR 19477-78) or you
may visit https://DocketsInfo.dot.gov.
Docket: To read background documents or comments received, go to
https://www.regulations.gov at any time and follow the online
instructions for accessing the docket or Docket Operations in Room W12-
140 of the West Building Ground Floor at 1200 New Jersey Avenue, SE.,
Washington, DC, between 9 a.m. and 5 p.m., Monday through Friday,
except Federal holidays.
FOR FURTHER INFORMATION CONTACT: For flightcrew member information
contact James K. Sheppard, e-mail: james.k.sheppard@faa.gov; for flight
attendant information contact Nancy Lauck Claussen, e-mail:
Nancy.l.Claussen@faa.gov; and for aircraft dispatcher information
contact Leo D. Hollis, e-mail: Leo.d.Hollis@faa.gov; Air Transportation
Division (AFS-200), Flight Standards Service, Federal Aviation
Administration, 800 Independence Avenue, SW., Washington, DC 20591;
telephone (202) 267-8166. For legal questions, contact Anne Bechdolt,
Office of Chief Counsel (AGC-200), Federal Aviation Administration, 800
Independence Avenue, SW., Washington, DC 20591; e-mail:
Anne.Bechdolt@faa.gov; telephone 202-267-3073.
SUPPLEMENTARY INFORMATION: Later in this preamble under the Additional
Information section, we discuss how you can comment on this proposal
and how we will handle your comments. Included in this discussion is
related information about the docket, privacy, and the handling of
proprietary or confidential business information. We also discuss how
you can get a copy of this proposal and related rulemaking documents.
Authority for This Rulemaking
The FAA's authority to issue rules on aviation safety is found in
Title 49 of the United States Code. This rulemaking is promulgated
under the authority described in 49 U.S.C. 44701(a)(5), which requires
the Administrator to promulgate regulations and minimum standards for
other practices, methods, and procedures necessary for safety in air
commerce and national security. In addition, the Airline Safety and
Federal Aviation Administration Extension Act of 2010 (Pub. L. 111-216)
specifically directed the FAA to issue a final rule with respect to the
Notice of Proposed Rulemaking published in the Federal Register on
January 12, 2009 (74 FR 1280).
Table of Contents
I. Executive Summary
II. Background
A. Summary of Notice of Proposed Rulemaking (NPRM)
B. Summary of Comments
C. Need for Supplemental Notice of Proposed Rulemaking (SNPRM)
D. General Overview of SNPRM
E. Basis for the Rulemaking
F. Impact of SNPRM on AQP Operators
G. Transition From Current Training Program Requirements
(Sec. Sec. 121.1202 and 121.1402)
III. Discussion of Significant Issues in SNPRM
A. Flightcrew Member Job Performance Training (Appendices Q and
R)
1. Job Performance Task Requirements and Definitions
2. Pilot Monitoring Requirements (Sec. 121.1213)
3. Frequency of Training and Evaluation for Recurrent Tasks
4. Proposed Baseline and Minimum Programmed Hours (Sec.
121.1335)
5. Flight Simulation Training Device (FSTD) Requirements
(Including Level of FSTD) (Sec. 121.1345, Table 3B of the Pilot and
Flight Engineer QPS)
B. Reduction in Programmed Hours and Modification of Training
Program Based on Operation of Related Aircraft
C. Require Certificated Aircraft Dispatchers for Supplemental
Operations
D. Establish Deviation Authority To Allow Contract Aircraft
Dispatcher Services (Sec. 121.1411)
E. Clarify Training Requirements for Other Operations Personnel
(Sec. 121.1475)
F. Requalification Requirements for Crewmembers and Aircraft
Dispatchers
1. Flightcrew Member Requalification (Sec. 121.1239)
2. Flight Attendant Requalification (Sec. 121.1309)
3. Aircraft Dispatcher Requalification (Sec. 121.1419)
IV. General Issues for Crewmembers and Aircraft Dispatchers
A. Training Program: Approval and Amendment Process (Sec. Sec.
121.1337 and 121.1437)
B. Crewmember and Aircraft Dispatcher Manuals and Manual
Procedures (Sec. Sec. 121.133, 121.134, 121.135, and 121.540)
[[Page 29337]]
C. Distance Learning
D. Training Program: General--Crewmember Records (Sec. Sec.
121.1331 and 121.1431)
E. Training Program: Curriculum by Aircraft Type and Curriculum
By Aircraft Type and Operation (Sec. Sec. 121.1333 and 121.1433)
F. Training Program: Administering Training and Evaluation
(Sec. Sec. 121.1341 and 121.1439)
G. Continuous Analysis Process (CAP) (Sec. Sec. 121.1355 and
121.1441)
H. Fraud, Falsification, or Incorrect Statements (Sec. 121.9)
I. English Language Requirement (Sec. Sec. 121.1209 and
121.1407)
J. Crewmember and Dispatcher Record (Sec. Sec. 121.683 and
121.684)
K. Management and Technical Personnel Required for Operations
Conducted Under Part 121 of This Chapter (Sec. 119.65)
L. Applicability (Sec. Sec. 121.1201 and 121.1401)
M. Training Program: Contract Training Requirements (Sec.
121.1339)
N. Curriculum Category Requirements: Check Pilot, Check Flight
Engineer, or Check Flight Attendant Initial, Transition, and
Recurrent Academic Training (Sec. 121.1381)
O. Training Program: Academic Evaluation (Sec. 121.1343)
P. Training Program: Training Equipment Other Than Flight
Simulation Training Devices (Sec. 121.1351)
Q. Curriculum Category Requirements: Crewmember New Hire (Sec.
121.1363)
R. Initial Cadre for Crewmembers and Aircraft Dispatchers
(Sec. Sec. 121.1257, 121.1323, and 121.1425)
1. Check Airman Initial Cadre (Sec. 121.1257)
2. Check Flight Attendant Initial Cadre (Sec. 121.1323)
3. Check Dispatcher Initial Cadre (Sec. 121.1425)
V. Other Issues by Specialty
A. Flightcrew Member
B. Flight Attendant
C. Aircraft Dispatcher
VI. Impact Statements
I. Executive Summary
On January 12, 2009, the FAA published an NPRM addressing
qualification, service, and use of crewmembers and aircraft dispatchers
as part of the Administrator's Call to Action and FAA's continuing
efforts to reduce fatal accidents in which human error was a major
contributing cause. The proposed changes focused on reducing human
error and improving performance among flightcrew members, flight
attendants, and aircraft dispatchers.
The NPRM proposed regulations to enhance traditional training
programs by requiring the use of Flight Simulation Training Devices
(FSTD) for flightcrew members and including additional training and
evaluation requirements for all crewmembers and aircraft dispatchers in
areas that are critical to safety. These areas included:
Ensuring that flightcrew members are trained and evaluated
in a complete flight crew environment;
Requiring special hazard training for flightcrew members
that addresses loss of control and controlled flight into terrain
(CFIT); and
Requiring additional training and practice in the use of
crew resource management (CRM) skills.
Further, flight attendants would be required to complete ``hands-
on'' performance drills using emergency equipment and procedures every
12 months, training and experience requirements for check dispatchers
and dispatcher instructors would be standardized and all certificate
holders would be required to develop a continuous analysis process
(CAP) to identify and correct deficiencies in their training programs.
The FAA received approximately 150 comments in response to the NPRM
(with approximately 3,000 pages of detailed comments). Many commenters
asserted that the FAA understated the impact of the NPRM on air
carriers conducting training under an approved Advanced Qualification
Program (AQP) and underestimated the number of FSTD periods required to
meet flightcrew member training and evaluation requirements.
In response to these comments, the FAA developed a report to
validate FAA cost estimates in the NPRM and SNPRM regarding: (1) The
number of simulator sessions, hours, and tasks required to accomplish
proposed flightcrew member training and evaluation requirements for
both AQP and non-AQP air carriers; and (2) the minimal impact of the
proposed rule on carriers training under an AQP in accordance with the
provisions in part 121, subpart Y.\1\
---------------------------------------------------------------------------
\1\ ``Flightcrew Member Training and Qualification Review and
Analysis Technical Report,'' April 5, 2010 (FAA Technical Report).
---------------------------------------------------------------------------
Building on the foundation set in the NPRM and review of the
comments submitted, the FAA is issuing this SNPRM to address several
key issues that were not addressed in the NPRM and to clarify several
other issues raised in the comments. These issues include:
Allowing modification of training program requirements for
flightcrew members based on an air carrier's operation of aircraft with
similar flight handling characteristics;
Requiring certificated aircraft dispatchers for
certificate holders conducting supplemental operations;
Establishing deviation authority to allow contract
aircraft dispatchers; and
Establishing training requirements for other operations
personnel (e.g., ground operations and management personnel).
In addition, the Airline Safety and Federal Aviation Administration
Extension Act of 2010 (Act) was enacted on August 1, 2010. See Public
Law 111-216, Sec. Sec. 208, 209. Under the Act, Congress has directed
the FAA to conduct rulemaking to ensure that all flightcrew members
receive ground (academic) training and flight (job performance)
training in the recognition and avoidance of stalls, and recovery from
stall, and recognition and avoidance of upset of an aircraft, as well
as the proper techniques to recover from upset. The Act also requires
the development of remedial training programs for flightcrew members
who have demonstrated performance deficiencies or experienced failures
in the training environment.
This SNPRM integrates these new requirements with the original NPRM
and lays out a process by which significant safety benefits can be
achieved. This SNPRM does this through a focus on the requirements of
the Act, an effort to address or partially address 28 NTSB
recommendations, and adjustments to the original NPRM based upon public
comment.
The result is a vision for enhanced certificate holder training
that builds on the strengths in the current regulations and guidance
and defines a path for making that training more effective. The key
features of the SNPRM include:
Enhancing training programs by requiring the use of flight
simulation training devices (FSTD) for flight crewmembers;
Addressing National Transportation Safety Board (NTSB)
recommendations regarding crewmember training;
Realigning the recurrent training and evaluation interval
to 9 months for both pilots in command (PICs) and second in command
(SICs) that results in an equivalent level of training for both. SICs
would now receive twice the amount of FSTD time over a 36 month
training cycle as they receive today;
Focusing on the value of training and evaluation in a
complete flightcrew environment through this realignment, which would
increase the likelihood that PICs and SICs who need recurrent training
would train together;
Providing a clear definition of the tasks required to
train and evaluate pilots in part 121 operations during the 36-month
recurrent training cycle while maintaining flexibility for the
certificate holder;
[[Page 29338]]
Clarifying the minimal impact on certificate holders
training under an Advanced Qualification Program (AQP).
The FAA estimated cost of this proposed rule over the 10-year
analysis interval is $391.9 million, $199.1 million at a seven percent
present value, and $290.3 million at a three percent present value. The
estimated potential quantified safety benefits over the 10-year
analysis interval is $445.1 million, $222.9 million at a seven percent
present value, and $327.5 million at a three percent present value.
The following table shows the benefit and cost results.
[GRAPHIC] [TIFF OMITTED] TP20MY11.000
In addition, the following tables show a comparison of crewmember
and aircraft dispatcher training hours.
Comparison of Current and Proposed Recurrent Job Performance Training Hours for PICs and SICs Over a 36-Month
Training Cycle
----------------------------------------------------------------------------------------------------------------
Current rule SNPRM
------------------------------------------------------------------------
PIC (hours) SIC (hours) PIC (hours) SIC (hours)
----------------------------------------------------------------------------------------------------------------
6 months............................... 4 4 6 6
12 months.............................. 4 ''
18 months.............................. 4 4 6 6
24 months.............................. 4 '' 6 6
30 months.............................. 4 4 6 6
36 months.............................. 4 '' ................ ................
24 12 24 24
----------------------------------------------------------------------------------------------------------------
[GRAPHIC] [TIFF OMITTED] TP20MY11.001
[[Page 29339]]
II. Background
A. Summary of Notice of Proposed Rulemaking (NPRM)
On January 12, 2009, the FAA published an NPRM (74 FR 1280),
proposing to amend the regulations for crewmember and aircraft
dispatcher training programs in domestic, flag, and supplemental
operations. The primary purpose of the NPRM was to establish new
requirements for traditional air carrier training programs to ensure
that safety-critical training and evaluation is provided. The secondary
purpose of the NPRM was to reorganize, simplify and recodify all rule
language relating to crewmember and aircraft dispatcher qualification
and training requirements in subparts N, O, and P of part 121, into
subparts BB and CC of part 121. The proposed changes sought to make a
significant contribution to the FAA's accident reduction goal by
improving performance and reducing human error among flightcrew
members, flight attendants, and aircraft dispatchers. These changes
included:
Training and evaluating flightcrew members in a complete
flight crew environment;
Requiring Line Oriented Flight Training (LOFT) to be
administered to flightcrew members in a full flight simulator (FFS)
during recurrent training;
Requiring the use of qualified FSTD for training and
evaluating flightcrew members;
Requiring special hazard training for flightcrew members,
such as loss of control and CFIT; and
Requiring additional training and practice in the use of
CRM skills;
Requiring flight attendants to complete ``hands on''
performance drills every 12 months using emergency equipment and
procedures;
Requiring trained and qualified flight attendant ground
instructors and evaluators;
Standardizing the training and experience requirements for
check dispatchers and dispatcher instructors;
Implementing supervised operating experience (SOE)
requirements for aircraft dispatchers;
Establishing requalification training and evaluation for
crewmembers and aircraft dispatchers;
Requiring a CAP for certificate holders.
In addition to these requirements, the FAA also proposed to
reformat existing subparts N, O, and P, into subparts BB and CC.
Subpart BB addresses the qualification standards and training and
evaluation requirements for flightcrew members and flight attendants
currently in subparts N, O, and P, as well as appendices E, F, and H.
Subpart CC addresses the qualification standards and training and
evaluation requirements for aircraft dispatchers and other operations
personnel currently in subparts N and P. The FAA also proposed to
establish four Qualification Performance Standards (QPS) Appendices:
Pilots, appendix Q; Flight Engineers, appendix R; Flight Attendants,
appendix S; and Aircraft Dispatchers, appendix T. These appendices
contained the minimum training and evaluation standards as well as
procedures for crewmembers and aircraft dispatchers to become qualified
and maintain qualification. In each QPS appendix, the material was
separated into two sections: ``QPS Requirements,'' which were
regulatory and in addition to the requirements in part 121, and ``QPS
Information,'' which contained advisory material and explained methods
of compliance with the regulatory requirements of subparts BB and CC,
as well as the QPS requirements sections.
As proposed in the NPRM, each training program curriculum would
consist of categories of training (referred to as curriculum categories
in the SNPRM) related to the individual's level of qualification
experience. These categories of training addressed first time
qualification for a certificate holder, first time qualification in
type, configuration differences within type or series, maintaining and
regaining qualification, and changes in operation. These categories of
training included new hire, initial, transition, conversion (full and
core), upgrade (full and core), emergency, differences, recurrent,
requalification, and special. For these curriculum categories, the NPRM
established minimum programmed hours and specific task requirements for
both academic and job performance training and evaluation. Academic
training and evaluation, commonly referred to as ground training,
provides students with the required knowledge and cognitive skills
necessary to perform the tasks required for the crewmember duty
position or training or evaluation duty position. This training may be
completed in either a classroom setting or through distance
learning.\2\ Job performance training and evaluation provides students
with the practical, hands-on experience of integrating knowledge and
skills and learning the related motor skills necessary to perform the
job. The FAA also proposed revising manual requirements and requiring
separate approvals of the flightcrew member, flight attendant, and
aircraft dispatcher operating manuals.
---------------------------------------------------------------------------
\2\ The FAA has defined distance learning in FAA guidance as
``learning that is accomplished by any training method not including
an instructor and a gathering of trainees collocated in a
traditional classroom''.
---------------------------------------------------------------------------
The comment period for the NPRM was originally scheduled to close
on May 12, 2009. In response to requests, the FAA issued a notice (74
FR 17910, April 20, 2009) extending the comment period until August 10,
2009.
B. Summary of Comments
The FAA received approximately 150 comments in response to the NPRM
(with approximately 3,000 pages of detailed comments). The issues
raised by commenters are discussed in more detail later in this
document under the heading ``Discussion of Significant Issues.''
Commenters included industry organizations, unions, individual
airlines, aircraft manufacturers, the NTSB, and individual members of
the public. Many commenters, including Air Transport Association of
America (ATA), Regional Airline Association (RAA), and individual
airlines, raised the following general concerns with the NPRM:
The FAA understated the impact of the NPRM on air carriers
conducting training under an approved AQP.
The FAA underestimated the number of FSTD periods required
to meet flightcrew member training and evaluation requirements.
The FAA did not adequately consider the impact of
requiring a full crew for flightcrew member training and evaluation.
Several unions representing pilots and flight attendants, and a
professional organization representing dispatchers, generally supported
most of the NPRM, although all submitted specific recommendations for
change or clarification.
In addition, the NTSB generally supported the NPRM. In its
comments, the NTSB listed 13 open safety recommendations related to
crewmember training and included an explanation of whether the NPRM
addressed each of them.\3\
---------------------------------------------------------------------------
\3\ NTSB recommendations A-95-124, A-96-120, A-07-44, A-08-16,
and A-08-17 also include operations conducted under part 135 or
operations conducted under part 91, subpart K. Although the NPRM and
SNPRM address NTSB recommendations for part 121 operators, the NPRM
and SNPRM would not address these recommendations for part 135
operations or part 91, subpart K operations.
---------------------------------------------------------------------------
[[Page 29340]]
C. Need for Supplemental Notice of Proposed Rulemaking (SNPRM)
Upon review of the comments, the FAA identified the following major
issues that were not adequately addressed in the NPRM: the impact of
the proposed rule on air carriers conducting training under an approved
AQP; modification of training program requirements for flightcrew
members based on an air carrier's operation of aircraft with similar
flight handling characteristics; certificated aircraft dispatchers for
certificate holders conducting supplemental operations; deviation
authority to allow contract aircraft dispatchers; and training
requirements for other operations personnel. Furthermore, the FAA
determined that additional data and clarification was necessary
regarding the development of the minimum programmed hours for
curriculum categories and flightcrew member job performance task
requirements for the initial and recurrent curriculum categories', the
proposed frequency for conducting training; the level of FSTD required
to meet the proposed training program requirements', and the interim
requirements for air carriers transitioning from the requirements of
subparts N, O, and P to the requirements of subparts BB and CC.
In addition, the Airline Safety and Federal Aviation Administration
Extension Act of 2010 was enacted on August 1, 2010. See Public Law
111-216, Sec. Sec. 208, 209. Under this Act, Congress has mandated
that the FAA issue a final rule with respect to this proposal within 14
months after the date of the enactment of the Act. Congress also has
required the FAA to conduct rulemaking to ensure that all flightcrew
members receive ground training and flight training in the recognition
and avoidance of stalls, and recovery from stall, and recognition and
avoidance of upset of an aircraft, as well as the proper techniques to
recover from upset. The Act also prescribes the development of remedial
training programs for flightcrew members who have demonstrated
performance deficiencies or experienced failures in the training
environment. The FAA has included these requirements in the SNPRM. The
FAA is providing the public an opportunity to comment on these
additional requirements, as well as other changes from the NPRM.
Because of the substantive changes and reorganization of the NPRM,
the FAA is publishing the rulemaking proposal in its entirety in this
SNPRM. These changes are discussed below. To facilitate review, the FAA
has provided a distribution and derivation table in the docket, listing
the current rule requirements, the sections as proposed in the NPRM,
and where those requirements appear in the SNPRM.
D. General Overview of SNPRM
This section provides a summary of the SNPRM and offers further
explanation for the need for the proposed safety improvements. It also
clarifies the impact of the proposal on air carriers conducting
training under an approved AQP, as well as the interim requirements for
operators transitioning from the training program requirements of
existing subparts N, O and P to subparts BB and CC.
The FAA has retained the structure of the rule as proposed in the
NPRM, with minor changes. Each air carrier that currently trains under
the requirements of subparts N, O, and P rather than through an
approved AQP would be required to have an approved training program
that meets the standards set forth in subparts BB and CC. As discussed
later in this document, based on the FAA's analysis of six existing AQP
carriers, on average, an AQP carrier may expect to add 5-6 flightcrew
member training or evaluation tasks to its curriculum, assuming the
carrier has not obtained approval of alternative means of compliance
for the proposed tasks in subpart BB that are not currently addressed.
The requirements for qualification, service and use of pilots, flight
engineers, and flight attendants (including the training program
requirements for each population) are set forth in subpart BB and
appendices Q, R, and S. The requirements for the qualification,
service, and use of aircraft dispatchers (including the training
program requirements) and the training requirements for other
operations personnel, are set forth in subpart CC and appendix T. The
training program must include the task requirements that pertain to
each certificate holder's particular operations for academic and job
performance training and evaluation for the following curriculum
categories: new hire, initial, transition, conversion, upgrade,
emergency, differences, recurrent, requalification, and special. The
task requirements for each air carrier would vary depending on the air
carrier's particular operations. The academic and job performance
training and evaluation tasks for these curriculum categories are set
forth in the QPS appendix specific to each population. In addition to
the curriculum categories, each training program must also include the
personnel, facilities, equipment, and other resources used to meet the
training requirements, as further outlined in subparts BB and CC.
In the SNPRM, the FAA made one significant format change regarding
the QPS appendices. Several commenters stated that including guidance
information with the regulatory requirements made it difficult to
determine which provisions in the appendices were required. To
eliminate this confusion, the FAA has removed all of the non-regulatory
informational sections from the QPS appendices and placed this guidance
material in the following draft advisory circulars (ACs): Aircraft
Dispatcher Training and Evaluation, Flight Attendant Training and
Evaluation, and Flightcrew Member Training and Evaluation. In addition,
the FAA also revised AC 120-53A, Guidance for Conducting and Use of
Flight Standardization Board Evaluations, to address the new process
set forth in the SNPRM for certificate holders seeking modification of
their training programs based on operation of aircraft with similar
flight handling characteristics, or as otherwise referred to in the
SNPRM, related aircraft. These draft ACs are available for review in
the docket.
E. Basis for the Rulemaking
The safety need for this rulemaking is based on a review of
accidents involving U.S. certificate holders required to train under
part 121, NTSB recommendations regarding training requirements, and the
resulting need to codify existing recommended practices contained in
FAA guidance material that represent current industry practices. The
FAA received several comments regarding the basis for the NPRM and this
section provides additional clarification.
As discussed in the NPRM, the leading causes of fatal accidents for
U.S. air carriers over the last 20 years have been loss of control and
CFIT. Human error was also a major factor in many of the accidents
during this time period. This was most recently evidenced in the Colgan
Air crash that occurred on February 12, 2009, when the pilot lost
control of the aircraft after failing to follow appropriate procedures,
resulting in the death of 45 passengers, two flight attendants, both
pilots, and an individual on the ground. This rulemaking is necessary
to address the training inadequacies the FAA identified in its accident
analysis, as well as the multiple NTSB recommendations resulting from
these accidents.
In the NPRM, the FAA identified 169 accidents that occurred from
1985 to 2004 that could have been mitigated if
[[Page 29341]]
the proposed enhanced training requirements had been in effect at the
time of those accidents. Several commenters raised questions regarding
whether this accident analysis included air carriers training under an
approved AQP or accidents that had already been accounted for by other
rulemaking actions. As a result of these comments, the FAA conducted a
new accident analysis for the SNPRM. In this analysis, the FAA
identified 178 accidents that occurred between 1988 and 2009 that were
the result of inadequate training, incomplete operating manuals, and
inadequate training standards and operating procedures. These accidents
resulted in 492 fatalities, 196 serious injuries, and 615 minor
injuries. This accident analysis does not include accidents by
operators training under an approved AQP, or any accident that occurred
while an air carrier was operating under the requirements of part 135.
A detailed description of this analysis, and how it was conducted, is
provided in section III.B.2 of the regulatory evaluation that is
available for review in the docket.
The NTSB investigation reports of these accidents revealed, among
other issues, the following areas of training inadequacies: Recovery
from stall, active pilot monitoring skills, effective CRM, CFIT,
operations in icing conditions, contaminated runways, upset recovery
and recognition, and special hazards training. The NTSB often noted
that these issues were compounded further by incomplete manuals and
inadequate standards and operating procedures. These accidents resulted
in the NTSB issuing several recommendations for training program
requirements. The changes proposed in the NPRM and SNPRM incorporate
the applicable sections relevant to training from the following NTSB
recommendations:
Crewmember Resource Management (CRM) training
(Recommendations A-88-71 and A-94-96);
Flight attendant training (Recommendations A-92-67, A-92-
70, A-92-71, A-92-74, and A-92-77);
Traffic Collision and Avoidance System Resolution Advisory
(TCAS RA) training (Recommendation A-93-46);
Use of simulators to conduct LOFT (Recommendations A-94-
191 through 194);
Training of flightcrews to respond to sudden, unusual or
unexpected aircraft upsets (Recommendation A-96-120);
Training of crewmembers to respond to in-flight fires
(Recommendations A-01-83 through A-01-85);
Aircraft pressurization on the ground while the ground air
conditioning source is supplying conditioned (cooled or heated) air to
the cabin (Recommendation A-07-96);
Monitoring of exit availability on the ground after a
significant event to help expedite and emergency evacuation
(Recommendation A-09-26);
Communication and coordination between Flight Crewmembers
and Flight Attendants regarding emergency and unusual situations
(Recommendation A-09-27);
Pilot monitoring duties (Recommendation A-10-10);
Requirements for flightcrew member academic training
regarding leadership (Recommendations A-10-13, A-10-14, and A-10-15);
Pilot recordkeeping requirements regarding training
performance (Recommendations A-10-17 and A-10-18);
Develop and implement procedures to establish airspeed
reference (Recommendation A-10-21); and
Develop and conduct stall recovery training and provide
stick pusher familiarization training for pilots of stick-pusher
equipped aircraft (Recommendations A-10-22 and A-10-23).
In the SNPRM, the FAA has included several provisions to respond
directly to these NTSB recommendations. For example, the FAA has
required training on certain new tasks for flightcrew member and flight
attendant job performance and academic training. In addition, the FAA
has enhanced the CRM training requirements, including leadership and
command training for flightcrew members and requiring CRM training in
initial, upgrade, and recurrent for flightcrew members.
In addition to addressing the problems revealed in the FAA's
accident analysis and NTSB recommendations, this rulemaking is also
necessary to codify existing guidance material now contained in FAA
Order 8900.1 (Sept. 13, 2007).\4\ This Order is available for review at
https://fsims.avs.faa.gov/fsims/fsims.nsf. This order contains the
primary guidance for FAA inspectors conducting oversight of air
carriers. In drafting the proposed requirements for the NPRM and SNPRM,
especially with regard to the minimum programmed hour requirements for
curriculum categories, the FAA reviewed the sections in the Order
pertaining to training and proposed to codify some of these recommended
practices for all air carriers.
---------------------------------------------------------------------------
\4\ This guidance material was previously contained in FAA
Orders 8400 and was consolidated into FAA Order 8900.1.
---------------------------------------------------------------------------
F. Impact of SNPRM on AQP Operators
This rulemaking principally affects air carriers training in
accordance with the provisions of current subparts N, O, and P. Rather
than train under the standards in subparts N, O, and P, an air carrier
may elect to train under an approved AQP established in accordance with
the provisions in subpart Y of part 121. AQP is an alternative method
for developing training and testing materials for pilots, flight
attendants, and aircraft dispatchers based on instructional systems
design, advanced simulation equipment, and comprehensive data analysis
to continuously validate curriculums. The NPRM and the SNPRM contain a
number of AQP-based requirements, such as crew-oriented, scenario-based
training, and mandated use of FSTDs. As noted in the NPRM, however, the
FAA believed that current AQP training programs already met the safety
improvements that were proposed in the NPRM, and thus air carriers
training under an approved AQP would not be affected by the proposed
rule. For this reason, the FAA originally estimated that the proposed
revisions to subpart N and O would have minimal to no impact on air
carriers currently operating under an approved AQP curriculum.
Upon review of the NPRM, some commenters suggested that the FAA
require AQP for everyone, while others suggested that the proposed
revisions to the training requirements would require significant
revision to their approved AQP.
Although the FAA considers AQP to be an effective voluntary
alternative for compliance with minimum training and qualification
requirements, the FAA does not believe that it is appropriate to
require all air carriers to train under AQP. As stated in the AQP final
rule, the FAA recognized, and continues to recognize, that AQP may not
be appropriate for every certificate holder. The AQP is a voluntary
program established to allow a greater degree of regulatory flexibility
in the approval of innovative training programs. Based on a documented
analysis of operational requirements, a certificate holder under AQP
may propose to depart from the traditional practices with respect to
what, how, when, and where training and testing is conducted. Detailed
AQP documentation requirements, data collection, and analysis provide
the FAA and the operator with the tools necessary to adequately monitor
and
[[Page 29342]]
administer an AQP. See 70 FR 54810, 54811 (Sept. 16, 2005).
The FAA recognizes that some air carriers may not wish to incur the
costs associated with an AQP. Such costs include additional personnel
and management infrastructure to develop and facilitate the required
data collection, analysis and application required under AQP.
Furthermore, some air carriers may prefer the structured requirements
of a traditional program to the analytically-driven AQP training
program. Other air carriers that use contract training facilities may
not find AQP to be a suitable alternative to traditional training
requirements. The FAA also acknowledges that to get the most benefit
from AQP data collection, a stable work force and route structure is
necessary. Therefore, for those air carriers that have a higher
turnover in their pilot ranks or conduct supplemental operations where
the routes may vary, AQP may not be appropriate. Accordingly, in the
SNPRM, the FAA is not proposing to require all certificate holders to
operate under the AQP requirements in subpart Y of part 121.
To determine the impact of the proposed rule on operators training
under an approved AQP, the FAA conducted an analysis of six air
carriers that are representative of those currently operating under an
approved AQP. See FAA Technical Report, Sec.III, p. 12, App. B. The
purpose of the analysis was to identify where the existing AQP pilot
flight training curriculums for the representative fleets and operators
(a) complied with the NPRM requirement, (b) had AQP-approved
alternatives in place, or (c) did not address the NPRM requirement. For
this analysis, the FAA used the criteria presently employed for AQP
approvals. In addition to examining AQP curriculum content against the
NPRM, the average AQP planned hours for each of the target curriculums
were compared to the time required to accomplish the current
requirements under part 121 appendices E and F and the time required to
accomplish the proposed requirements under the NPRM. The FAA then
examined the six carriers' programs to determine the time differences
between the current AQP curriculums and the tasks proposed in the NPRM
that were not currently addressed in those curriculums. Although the
FAA recognizes that AQP carriers may propose alternative means of
compliance for those tasks, for the purposes of this analysis, the FAA
did not make any assumptions regarding any alternative proposals for
those NPRM tasks not currently addressed in existing AQPs. The average
amount of time required for accomplishing this analysis for each air
carrier was 30 hours per fleet. For the results of these analyses, see
Table 6 in the FAA Technical Report. Tables for all six AQP carriers
are included in appendix B of the FAA Technical Report and summarized
in Table 8. The tables in appendix B and the excerpt in Table 7 show
the tasks in the proposed rule that presently have no approved AQP
alternative method of compliance.
Based on the FAA's analysis of six existing AQP carriers, on
average, an AQP carrier may expect to add 5-6 tasks to its curriculum,
assuming the carrier has not obtained approval of alternative means of
compliance for the proposed tasks in subpart BB that are not currently
addressed. Based on an estimate that each task may take anywhere from 2
to 10 minutes to complete, a certificate holder conducting training
under an AQP may be required to add anywhere from 10-60 minutes of
training to its current program. Some of the tasks that may be added by
an individual certificate holder training under AQP may not require
evaluation (e.g., during both initial and recurrent curriculum
categories the task ``slow flight'' is incorporated for training but is
not subject to evaluation,) and some of the added tasks are
incorporated within an existing and over-arching task (e.g., ``use of
airport diagrams'' or ``acquire appropriate clearance before crossing
or entering active runways'' are already covered under the existing
task of ``taxi'').
The FAA maintains its position in the NPRM that any additional
task(s) that may be required of certificate holders training under the
AQP would have a minimal, if any, impact on the length of the
certificate holder's current approved AQP.
In the SNPRM, the FAA has added language in Sec. 121.1202(e) to
clarify the impact of the proposal on certificate holders with an
approved AQP or those certificate holders applying for approval of an
AQP. Certificate holders who have an approved AQP curriculum under
subpart Y or have applied for approval of a training program under
subpart Y before the effective date of the final rule would be required
to submit the Qualification Standards Document required for AQP under
14 CFR 121.909(b)(4). In the SNPRM, proposed Sec. 121.1202(e) would
require the certificate holder to indicate in the Qualification
Standards Document the specific provisions of subparts BB and CC that
would be replaced by the AQP curriculum. The certificate holder would
be required to provide a justification and a continuing process
approved by the FAA to show how the AQP curriculum would provide an
equivalent level of safety for the requirements in subparts BB and CC.
The certificate holder would be required to submit the Qualification
Standards Document no later than 5 years after the effective date of
the final rule.
G. Transition From Current Training Program Requirements (Sec. Sec.
121.1202 and 121.1402)
To help transition non-AQP air carriers from the current
regulations to the revised requirements for qualification, service, and
use of crewmembers and aircraft dispatchers, the FAA proposed in the
NPRM to continue the current regulations under subparts N, O, and P,
for 5 years after the effective date of the final rule. The effective
date of the final rule is 120 days after publication in the Federal
Register. Certificate holders who have an approved training program
before the effective date of the final rule or have submitted a
training program for approval before the effective date of the final
rule may comply with existing regulations, subparts BB and CC, or both.
The proposed rule permits simultaneous compliance to allow the
certificate holder to continue using its approved programs while
transitioning to the new requirements. The FAA has maintained these
provisions in the SNPRM.
On the date the current regulations expire, all certificate holders
who are not conducting training under an approved AQP, and all
crewmembers and aircraft dispatchers who are not trained under an
approved AQP, must be in compliance with the requirements of subparts
BB and CC of part 121. Therefore, it will be necessary for certificate
holders to begin training under subparts BB and CC in sufficient time
to ensure that all crewmembers and aircraft dispatchers are trained,
qualified, and meet the applicable look back provisions of subparts BB
and CC before the expiration of the current regulations. Proposed Sec.
121.1202 and Sec. 121.1402 would require certificate holders to submit
a transition plan that specifies the transition completion date, which
must be before the expiration of the current regulations.
For example, during the transition period, the air carrier may
decide to train all newly-hired crewmembers in accordance with the
proposed rules, while continuing to train existing crewmembers under
the current requirements. Individual crewmembers would be required to
be fully in
[[Page 29343]]
compliance with the requirements of the existing regulations or with
the proposed regulations. Another example would be when a certificate
holder submits a training program for a new aircraft type after the
effective date of the rule. The training program developed for this new
aircraft type must be in compliance with and approved under proposed
subparts BB and CC. However, the certificate holder would be allowed to
continue conducting training and evaluation on aircraft in its existing
fleet in accordance with the regulations in subparts N, O, and P within
the 5-year transition period. A carrier could not ``cherry pick''
between the two sets of regulations for individual employees. Setting
the effective date for 120 days after publication of the final rule and
allowing use of the existing regulations for 5 years after this period
provides existing certificate holders and the FAA time to smoothly
transition to the new requirements. By using this approach, certificate
holders seeking FAA approval for a new training program would not have
to develop one training program to comply with the old regulations, and
then develop another training program to comply with the new
regulations.
The SNPRM, like the NPRM, proposes that if a new training program
is submitted for approval after the rule's effective date, the training
program must meet the requirements of subparts BB and CC, as
applicable. The FAA does not intend that non-significant modifications
that may be proposed to a current training program under the existing
regulations would require the certificate holder to initiate
development of a training program to comply with subpart BB or CC any
earlier than they had planned in accordance with their current business
plan.
The FAA has included a grandfather provision in proposed subpart BB
to allow persons qualified for a crewmember duty position under the
current rules to meet the requirements of the proposed rule without
having to repeat certain categories of training they have already
completed under the current rules. Proposed subpart CC contains a
similar grandfather provision for aircraft dispatchers. For example,
currently-qualified crewmembers and aircraft dispatchers would not have
to repeat basic qualification, new hire, or initial curriculum
categories, as applicable.
During the transition, Sec. 121.1202(d) states ``the lesser
qualification requirements apply for that duty position for that
operation.'' If one crewmember hasn't yet been transitioned to subpart
BB and one has, when they are working together on an aircraft, the
``lesser'' operational requirement may be met. For example, current
Sec. 121.455 requires the PIC to have had additional training before
the crew lands at a ``special airport'' but the SNPRM requires both
pilots to have had additional training before they land at a ``special
airport.'' If the SIC was still being trained under the current
requirements, the SIC would not have the additional training required
under the SNPRM, but the airplane could land because the ``lesser''
operational requirement would be met.
The NPRM did not specify when certificate holders must comply with
proposed requirements that are outside subparts N, O, and P of part
121. A commenter noted that the time frames specified in Sec. Sec.
121.400, 121.431, and 121.1202 apply only to subparts N and O of part
121, which do not contain the manual requirements. In the SNPRM, the
FAA has clarified the dates of compliance for Sec. 119.65, Sec.
119.67, Sec. 119.69, Sec. 119.71, Sec. 121.9, Sec. 121.125, Sec.
121.126, Sec. 121.133, Sec. 121.134, Sec. 121.135, Sec. 121.136,
Sec. 121.392, Sec. 121.465, Sec. 121.536, Sec. 121.537, Sec.
121.540, Sec. 121.683, Sec. 121.684, Sec. 121.689, Sec. 121.690,
Sec. 121.711, and Sec. 121.805.
III. Discussion of Significant Issues in SNPRM
This section provides clarification of major areas of concern
raised by commenters, introduces new requirements, and explains the
significant revisions of requirements proposed in the NPRM.
During the comment period, the FAA received several requests for
clarification of the job performance training for flightcrew members,
with specific regard to the training and evaluation task requirements
and definitions in the NPRM, pilot monitoring skills, minimum
programmed hours, frequency of training, availability of simulators as
a result of the increased frequency, and the level of FSTD required to
complete training. On April 7, 2009, the FAA held a public meeting to
provide clarification. During the public meeting, participants from
industry questioned the basis for the proposal and requested additional
data to support the proposed changes. In the comments received after
the public meeting, ATA and individual airlines requested additional
information regarding the projected costs of the proposed requirements
and how the tasks, based on the task definitions, could be accomplished
within the proposed programmed hours.
After the close of the comment period, the FAA determined it was
necessary to gather additional data regarding (1) the number of
simulator sessions, hours, and tasks required to accomplish the
proposed flightcrew member training and evaluation requirements for
both AQP and non-AQP air carriers; and (2) the impact of the proposed
rule on carriers training under an AQP, as set forth in part 121,
subpart Y. While the FAA primarily developed the FAA Technical Report
to validate the cost and impact of the proposed training and evaluation
requirements in the NPRM, throughout the process of developing the FAA
Technical Report, the FAA determined that it was necessary to revise
and clarify the training and evaluation requirements in the SNPRM. The
FAA also held a meeting on December 8, 2009, with ATA and several
member airlines to clarify the comments received during the comment
period. A summary of this meeting is available for review in the
docket. The following provides clarification of the job performance
training and evaluation for flightcrew members.
A. Flightcrew Member Job Performance Training (Appendices Q and R)
1. Job Performance Task Requirements and Definitions
The flightcrew member tasks that must be performed during job
performance training and evaluation for the various curriculum
categories are set forth in Table 3A of appendices Q and R of the NPRM
and SNPRM. In the NPRM, the FAA also provided corresponding definitions
for the tasks that provided additional instruction for completion of
these tasks. Several commenters questioned the basis for the tasks, the
frequency for accomplishing the tasks during recurrent training and
evaluation, and how, based on the definitions, the tasks could be
accomplished within the proposed minimum programmed hours for the
curriculum categories.
Upon review of the comments and based on the discussion on December
8, 2009, the FAA, as part of the FAA Technical Report, conducted a
comparison analysis of initial and recurrent curriculum categories task
requirements for the current requirements and those proposed in Table
3A of appendix Q of the NPRM and SNPRM. The FAA focused on these two
curriculum categories because (1) the initial curriculum category
contains the largest number of tasks for any curriculum category under
both the
[[Page 29344]]
current rule and the proposed revisions, and (2) the recurrent
curriculum category under the NPRM and SNPRM contains the largest cost
because each flightcrew member is required to complete task
requirements every 9 months.
In the NPRM, the FAA proposed to require 8 hours of training and
evaluation for pilots in recurrent job performance training. However,
based on the results of the FAA's Technical Report, the FAA believes
that all of the recurrent training and evaluation task requirements can
be completed in less than the 8 hours set forth in the NPRM. The Actual
Simulator Trial conducted as part of the FAA Technical Report
demonstrated that the required tasks for a recurrent evaluation could
be completed in 3 hours and 29 minutes. With all of the required
``every nine month'' tasks \5\ having been completed during the
recurrent evaluation, the FAA believes the requirements for the LOFT
session could be accomplished in under 3 hours. In addition, during
those recurrent training cycles that include an FFS course of
instruction instead of an evaluation, depending on the number of
required ``every nine month'' tasks accomplished during the FFS course
of instruction, the FAA believes the LOFT also could be accomplished in
3 hours.
---------------------------------------------------------------------------
\5\ See table 3A in appendix Q and appendix R.
---------------------------------------------------------------------------
In the SNPRM, the FAA has revised the minimum programmed hours for
recurrent training from 8 hours (as proposed in the NPRM) to 6 hours.
The FAA has not made a similar change to the programmed hours in the
other curriculum categories (initial, transition, and upgrade) because
flightcrew members who are newly hired or not yet qualified on the type
of aircraft may require more repetition of the assigned tasks to become
proficient.
As identified in the FAA Technical Report, initial training under
the current provisions of subparts N and O require training on 62 job
performance tasks for pilots in command (PICs) and 56 job performance
tasks for seconds in command (SICs). The NPRM proposed a total of 125
job performance tasks for PIC and SIC initial training. In the SNPRM,
the FAA has revised the abnormal and emergency procedures tasks, which
now results in a total of 94 required tasks for initial training. These
94 job performance tasks are based on a recodification of existing
requirements in appendix E and H of part 121, NTSB recommendations, and
standard industry practices. The FAA determined the standard industry
practices by reviewing existing AQP training programs and non-AQP
training programs. See FAA Technical Report, Table 2, p. 7. A detailed
review of these training programs is provided in Appendices A and B of
the FAA Technical Report.
The FAA recognizes that some of the confusion regarding the
proposed task requirements was a result of the proposed task
definitions in attachment 4 of the Pilot and Flight Engineer QPS
appendices. For example, for the task ``unannunciated abnormal
procedures,'' some commenters interpreted the corresponding task
definition as requiring training on all unannunciated abnormal
procedures. For some aircraft, this might require training on 58
different procedures. This is not what the FAA intended. The proposed
definition was intended to allow a certificate holder to select a
representative sample to ensure adequate exposure to these
unannunciated abnormal procedures. To clarify the intent, the FAA has
removed the flightcrew member task definitions and deleted attachment 4
of appendices Q and R. The flightcrew member task definitions serve as
more of a guide to certificate holders in tailoring the tasks in Table
3A to the certificate holder's unique operations and are more
appropriate as guidance material in the draft Flightcrew Member AC. As
a result of deleting all of attachment 4, however, some tasks in Table
3A required further specification and others required consolidation. As
a result of this consolidation and reorganization, the FAA has adjusted
the number of overall tasks from the current rule to the SNPRM in both
initial and recurrent training and evaluation as follows: (1) From 62
tasks for PICs and 56 tasks for SICs to 94 tasks for each in initial
training; (2) from 34 tasks for PICs and 32 tasks for SICs to 54 tasks
for each in initial evaluation; (3) from 36 tasks for PICs and 35 tasks
for SICs to approximately 52 tasks (assuming equal distribution of
those tasks that are required every 36 months) for each 9-month
recurrent cycle that does not contain a recurrent evaluation and
approximately 12 tasks (assuming equal distribution) for each recurrent
cycle that contains a recurrent evaluation; and (4) 34 tasks for PICs
and 32 tasks for SICs to 54 tasks for each in recurrent evaluation. See
FAA Technical Report, Sec. III, Comparison of Current Rule, NPRM and
SNPRM, Table 2, p. 7 (Apr. 5, 2010). The FAA clarified, modified, and
added tasks for all curriculum categories to ensure that pilots develop
the necessary skills to properly and safely perform routine functions.
These include landing on contaminated runways, landing from a non-
precision approach, and performing visual approaches and landings
without the aid of electronic or other glide path information. In
addition, the FAA consolidated line environments, addressed in section
13 of Table 3A of the NPRM, into other sections of Table 3A of the
SNPRM to specifically require maneuvers in a particular environment.
These revisions were necessary to eliminate confusion regarding the
required tasks in Table 3A. The following provides a detailed
explanation for the development of some of the significant proposed
task requirements, as well as the task requirements prescribed by
Public Law 111-216. In developing the tasks in Table 3A, the FAA
recognized that loss of control is a major factor in aviation accidents
involving a fatality. The FAA's proposal to revise requirements for
recovery from approach to stall training in the NPRM would have
addressed some of the causal factors in accidents where loss of control
was identified. While the tasks currently required under appendices E
and F for ``recoveries from approaches to stall'' remain a viable part
of the training syllabus, the SNPRM now describes a requirement to have
pilots newly qualifying on an airplane perform recoveries from a
complete stall. There are three scenarios in which stalls generally
occur: clean configuration (table 3A, task 5.2.1), takeoff and
maneuvering configuration (table 3A, task 5.2.2), and landing
configuration (table 3A, task 5.2.3). Under the proposed tasks, the
flightcrew member would be required to complete two recoveries from
stall for each scenario for initial and transition training, and one
recovery from stall in each scenario for conversion, upgrade, and all
phases of requalification training. For recurrent training and all
evaluations, the flightcrew member would be required to complete one
recovery from stall from one of the three scenarios. For flightcrew
members operating aircraft equipped with stick-pusher, the recoveries
from stall must be completed by going through stick-pusher release,
regardless of the scenario selected. In addition to the job performance
training for recovery from stall, the FAA also has proposed academic
training. Under Table 2A, section (d)(10), air carriers will be
required to provide training for special hazards, which includes
recovery from a stall in the three scenarios.
These proposed changes are supported by the NTSB final report
(NTSB/AAR-10/01) on the Colgan Air
[[Page 29345]]
accident of February 12, 2009, and respond to the training requirements
in Public Law 111-216, Sec. 208(a)(1)(A) (Aug. 1, 2010).
The FAA also added tasks to ensure flightcrew members understand
the performance and handling qualities of the aircraft they are flying.
This would ensure that they are prepared to deal with situations such
as ``jet upsets,'' ``CFIT,'' and ``icing conditions.'' Accordingly, in
the SNPRM the FAA added the following tasks to the requirements in
Table 3A of the Pilot QPS: task 5.6 ``Upset Recognition and Recovery,''
for initial and recurrent training and evaluation; task 5.14 ``CFIT/
Terrain Avoidance,'' for initial and recurrent training and evaluation;
and task 5.15 ``Structural Icing when Airborne,'' for initial and
recurrent training only. The FAA also added task 5.1 ``slow flight,''
for initial training, with recurrent training required every 36 months,
to provide pilots with an understanding of the performance of the
airplane and a ``hands-on'' exposure to the way the airplane handles at
airspeeds that are just above the approach to stall warning. In
addition, the FAA is also requiring academic training for these
subjects. See Table 2A, (d)(1)-(11).
The task requirement, ``taxi,'' is a current requirement in
appendix E of part 121 and, as such, is included in training programs
for flightcrew members. Upon review of several accidents, including
accidents in August 2006 (NTSB/AAR-07/05, NTSB Recommendation A-07-44)
and August 2005 (NTSB Event ID CHI05LA238), the FAA determined that it
was